Better In Cab Assistance

[oakpalms]

MSTS vision for upcoming signal lights was poor. The sigview improvement by Maple Leaf Tracks did great wonders for MSTS. Still it is only good for somewhat less than a mile. Sometimes, it seems signal lights have been placed around curves which may not be prototypical, but which makes the signals very unusable. Therefore, I would assume that many like me drive with the F4 view on inorder to see the signals being approached.

1. If the signals can be improved to where they are discernable beyond one mile that would be awesome. In any event, coding should be used so that no vegetation can be placed within the field of view of approaching trains orther than grass or weeds for at least one mile--something I am sure the real railroads would certainly do.

2. If the signals can't be improved to be discernible more than a mile, then have the incab help screen (whatever replaces the F4 view) to automatically begin displaying the signal being approached at a certain distance back from the signal itself--say 1.5 miles or whatever seems realistic, and not any further away from the signal than that.

3. Insert coding that would prevent a signal being placed too close to a curve that would prevent a clear field of view and also placed in such a location as to allow sufficient time to react to the signals themselves.

4. Insert coding so that mileposts are placed each mile automatically.
Mileposts provide much information for steam engines which do not/did not have any type of speedometers. By checking the time between two mileposts the crew can know the speed of the train and thereby react to current situations. On steep inclines such information is crucial to prevent overspeed and runaways. Create a default milepost that can be used with data inserted for the first mile and the ending mile for the track, and where the mileage indciated can be changed--adjoining tracks may cause a change of numbers.

5. Insert coding so that default whistle posts would be placed on each side of a road crossing. On double tracks and multiple track locations have the whistle post placed on both side of tracks so as to be seen from either left track or right track running. There may be government standards that now determine the correct distance that such whistle posts must be placed.

Bob Edwards

[westerngy]

Bob to your first request that no vegetaion be placed in front of signals and make them visible from over a mile...well I can tell you it doesn't happen in the RW like that.
Trees rock outcroppings curves buildings all play a roll in lack of visibility to signals in real world railroading.


Just Rollin Down The Tracks

http://www.notch-8.com/
http://www.railroadradio.net
http://www.RFCHosting.com/

[djt]

I’ve got a better idea, how about “inserting code” that will allow the user to create routes that actually follow the prototype.

In the real, un-perfect world of railroading, signals are placed in curves, vegetation does obscure vision and mile posts are not placed exactly at 5,280 foot increments.

[PatchCrew]

And in addition to what has already been said, you can't see real signal aspects a mile away in daylight conditions.

PatchCrew
UP Engineer

[Turbo Bill]

That's why they invented incab signal display devices. It's only on the prairies that you stand a chance of seeing a signal a mile out. And on many lines now the signal does not light up until the train enters the block aproaching it.

That's the reason for familiariazation trips. You learn where all the real important signals are and have your train ready for a possible restricting indication.

[rdamurphy]

I can show you a signal on the old MP route east out of Denver that points about 30 degrees across the centerline of the track. With a snow hood on it. Looks like it was placed in the Route Editor by a Kuju employee. UP 245D says: "Proceed prepared to stop before any part of train or engine passes the next signal. Trains exceeding 30 MPH must immediately reduce to that speed." They mean it. If you have to slow to 10 mph because you can't see the signal until you round the Big Ten curves, you have to slow to 10 mph until you can see the signal.

Railroads care a lot more about safety than they do convenience... I have a couple of friends that work with BNSF Safety in Denver (one retired) and they can tell you some stories! Like stopping at every signal to get out and look at it on foot because of the blowing snow and fog...

Like they say, there's no such thing as a "minor" railroad accident...

Robert

[beltontigers]

Robert..we've had to do something just like that here in Texas due to dense fog..slowing and stopping to see signals..it's not fun..

[HHackman1]

Kyle,liked the picture you have in the UTU newsletter this month. GREAT SHOT!

[Poltergeist]

>Robert..we've had to do something just like that here in
>Texas due to dense fog..slowing and stopping to see
>signals..it's not fun..
>
>

But don't trains usually have to keep to a schedule?

[CRQ5508]

>>Robert..we've had to do something just like that here in
>>Texas due to dense fog..slowing and stopping to see
>>signals..it's not fun..
>>
>>
>
>But don't trains usually have to keep to a schedule?

today the only trains (that i know of) that run on a schedule are passenger trains, and trains in unsignaled (dark) territory. But then again Amtrak is never on time... :+

[rdamurphy]

It doesn't do any good to try to keep to a schedule if you have an accident. Amtrak doesn't even try to maintain schedules if it's a safety issue. Railroad accidents usually involve million$ in damages and lots of fatalities. When the Railroad's say "Safety First" they mean it. The fund Operation Lifesaver to the tune of million$ a year trying to reduce highway collisions and trespasser fatalities. I enjoyed an all expense paid trip to San Antonio, TX on the railroads' dime just to do training for OLI.

As the real engineers here said, conditions have a lot to do with safety. We as "virtual" engineers always want to ride right up against the speed limit until the last minute. Real railroaders don't operate that way. Of course, TS isn't "real" which is why it has the F4 screen because signals are remarkably complex, and unless you know everything, it's easy to screw up. Try turning off the F4 screen sometime and just run on the signals, just make sure you know what the Maximum, Limited, Medium, and Restricted speeds are on the route, if the signals are speed based, and what the max speeds are on diverging routes if they're not speed based signals...

The best, most understandable, explanation of signals and how to "read" them, and more importantly, to understand them, is here:

http://www.alkrug.vcn.com/rrfacts/signals/signals.htm

After you read about signals, hit his home page, there's more information on that site than you can read in one day. The section on air brakes is absolutely fascinating!

Believe me, once you learn the rules and turn off the F4 screen on a well designed activity, MSTS will open up a lot of new ways of enjoying yourself.

If you want easy, use F4. If you want fun, excitement, adventure, and as real as it gets, turn off the "driver aids" and try it barefoot!

Robert

[beltontigers]

Thanks Hackman...it's been pasted all over the bullpen bulletin boards in Temple as well..I never figured something like that would get that kinda recognition..i just sent it in cause i was bored one day..

Schedules?? There is a difference between delaying a train, and running safe...any road foreman or trainmaster will tell you they'd rather you run slower and be safe, than run it to the nuts and get by a signal, especially in adverse weather conditions..

The fog i spoke of was nasty thick, so we ran slow and careful to avoid getting past a signal. The dispatcher did talk to us, and we told her that we were pulling, but due to adverse weather conditions, we had to proceed prepared to stop due to the fact we couldn't see signals.

In the GCOR and pasted all over the walls at work..it says "When in doubt, take the safe course"...there is a reason why we live by the motto "SAFETY FIRST"..