What does it say?

[Ocklawaha]

It's midnight, and as you toss and turn in bed, you hear a distant train horn... make that a busy train horn... WTF?

Whistle Code is the "language" of train whistles that is used to communicate between trains or the train engineer to others. This language (in the United States) is set down by the A.A.R. (Association of American Railroads) Colombia uses a similar code...when they use it at all.

Many times, the codes will have a different meaning depending on context. In the listing, the following convention has been used: a 'o' refers to a short blast (a "toot" on the horn) while a "---" refers to a longer blast. The length of the line indicates the length of the blast compared to others.

___
    Apply brakes (moving train approaching station stop)
    Normal departure from station (stopped train starting up and leaving station)

___ ___
    Release brakes (stationary train starting)
    Raise Pantograph (electric locomotive only)

___ o ___
    Lower Pantograph (electric locomotive only)

o o o
    Back up (when stationary)

___ ___ o ___________________
    Approaching public crossing (the signal beings some distance before the crossing and the long tail is held until the train engine is through. This signal may be repeated several times -- related to the next signal. This signal is the most recognized of all of the whistle codes)


__ __ __ ___
    Approaching stations, junctions, or crossing
    Recall flagmen
    Material (not passenger) train ready to leave
    Running (not stopping) through a station
    Approaching a stop signal on
    Detained at stop signal
    Crossing a stop signal on after waiting

_ _ _ _
    Call to flagman to return from south or west

_ _ _ _ _
    Call to flagman to return from north or east

o o o o o o ...
    Livestock or people seen on track ahead (more may be used)
    Moving wrong way on double line
    Danger!

- o o
    Next signal is important

o o
    Answer to '- o o'

o o o o
    Call for signals (everyone tell who/what/where they are)
    Request for signal to be repeated - signal not understood
    Train cannot proceed - accident or failure
    Protect train in rear

- o
    Running against traffic

o -
    Inspect train for leaks or bad brakes (to flagman)

- o o o
    Protect rear of train (to flagman)

o o o -
    Flagman protect ahead

- - o
    Approaching meeting or waiting point

o -  o
    Token not received or missed
    Wrong authority to proceed
    Passing stop signal at on with authority

___________ o
    Call for signal to be cleared (forget that)



You cross the tracks and way down yonder you spot some weird colored light patterns... WTF?





These are the aspects used by CSX on its Southern lines, and are generally true throughout the U.S., but may vary from system to system, tall signals are high signals, generally 15 feet tall, short signals are dwarf signals, usually not taller than four feet. High signals can be affixed in two methods, by wayside tower or by signal bridge. Wayside towers are common in areas with one or two tracks, the left signal governing the left track, the right signal governing the rigt track as you look at the signal. Signal bridges are commonly used in areas with three or more tracks at the Control Point (CP), each signal over the track it is governing. Many signals on the CSX system have a name, i.e. a siding or CP name. Names are commonly names of individuals within the company, or geographic locations at or near the siding. These names are usually placed on the hardware box near the signal, and are in large letters making it easily visible to the Engineer. Most sidings and double track sections have a "Distant signal" which gives information regarding the next signal, not the track ahead. In areas where siding or CPs are near each other a distant signal may not be in place. Intermediate signals are also common in areas with long distances between Control Points, these are used to break up a block of track, allowing more trains to occupy a section of track. CP signals are always lit, whereas Distant Signals and Intermediate signals are dark unless a train is approaching the next CP. All signals have a milepost board (ex: 996.6) to identify the signal to train crews in case of malfunction so that it can be reported to the signal maintainer or dispatcher. In areas with two tracks or more the milepost board will have the milepost followed by a - and the track number (ex: 996.6-2 which indicates Milepost 996.6 track 2). In the southern portion of the CSX (and NS) system crews are required to "call" signals. The rule book "says" you must call the aspect, state train number, train direction, engine number, track number [where applicable], and if switching tracks which track switching to and from (ex: P098 Engine 187 North has a  Limited Clear signal Rankin Track number 2 to track number 1 over). Many Engineers simply state the train number, signal aspect, and track number [where applicable] (ex: P098 Clear Rankin track 2 over).

Note: Lines extending from an aspect indicate that the aspect is flashing.









In the old days or in Colombia...

"Timetable Authority."

(Note: The term "timetable" can be misleading. On the railroad, a timetable is not a sheet of paper that shows arrival and departure times of commute or passenger trains at various stations, such as the traveling public has access to. It contains much, much more information and instructions concerning operating information over various districts of a division. This also includes specific other practices that must be applied to even a very small point of territory, right down to the position of a single switch in some instances.)

Displaying no signals means the train's movement on the main track is authorized by timetable schedule.

(Note: The term schedule doesn't refer to times. A schedule would confer "class" upon a "regular train," the proper term for a train authorized by timetable. Here, passenger trains were usually 1st class, but there were regular freight trains as well, and they may be designated as 2nd class or 3rd class, or even 1st class for the real hot freights. This is how "superiority" between regular trains was determined. The one of lowest superiority (class) was the one that had to go into the siding when meeting or being passed by another regular train of higher class. Extra trains had no class and authority to operate was conferred by train order, so they always went into a siding for a regular train. If two trains of the same class were to meet, the final arbiter was direction. Where I worked, westward trains were superior to eastward trains of the same class, meaning the eastward train had to take the siding.)

When displaying green signals it is an indicator that a second section of a regular train is following, so all sections will display green signals, even if there are many of them, except for the final section which would be displaying no signals

As an example, lets say you're in a siding on a second class train waiting to meet Train 12, a first class train. The train passes, but it is displaying green signals (flags). Train 12 has not passed yet. Another train passes displaying green signals. Train 12 still hasn't passed yet. Another train passes displaying no signals AND with a marker on the rear end (the first two did not display a marker meaning they themselves were not a train.) These conditions met, NOW train 12 has passed and you can continue your trip.

The loco number boards were at play here also. In this example, they would appear as I-I2, 2-I2 and finally 3-I2 (regular trains did not use a locomotive number for identification), with number boards for extras showing X followed by the road engine number, such as X4294. If there was a helper engine on the point, it too would bear X4294 on the number board, regardless of that locomotive's number.

When a regular train was issued a "Clearance" along with the train orders, it would instruct the train to display green signals or display no signals. All others were extras displaying white signals, even if handling passenger equipment.


OCKLAWAHA

[Timkin]

Very interesting read , Mr Ock.   I think you know your stuff about trains and railroading in general