Brandon here. Amazing video! I have several points to address. 1. The 250Hz carrier aspects are represented in the signal fixes for Boston. The ones you can potentially see are Approach Medium 30, Cab Speed 80, and Clear 150. Cab Speed 60 isn't used between Boston and Providence and Clear 100 isn't used anywhere yet. 2. Stop and Proceed cannot give a STOP SIGNAL aspect in the cab, only a home signal equipped with the appropriate data radios. I think you meant that, but it wasn't completely clear. 3. 1:06:00 you got the progression in 150MPH territory completely correct. The final result at 1:12:30 is absolutely perfect. It's different in the Trenton route but that's exactly how it should be in the Boston area. In anything lower than 150mph territory, it generally is as follows: Clear 125 (wayside) -> Clear 125 (code change point) -> Approach Limited/Advance Approach (wayside) -> Approach Medium 45 (code change point) -> Approach (wayside) -> Restricting (code change point) -> Stop/Stop and Proceed/Restricting (wayside). There is more time to brake at these lower speeds hence the reduced progression. 4. In the Trenton area, you can get downgraded from Cab Speed 80 to Approach in Rule 562 territory only! So you'll have the following progression for example between Ham and County on track 2/3: Clear 150, Clear 125, Cab Speed 80, Approach, Restricting, and then the next signal is Stop or a train is occupying the block. The longer block lengths in the Trenton route allow for this safely. Boston has shorter blocks hence the different progression. 5. Approach Medium 30 is to my knowledge only utilized in very niche situations. One such situation is at a code change point approaching a 30mph turnout in Rule 562 territory between New York Penn and Newark Penn. I rarely ever see it used but it does appear from time to time. 6. 1:15:30 is an amazing explanation of how multiple occupancy in a block works. I love it! 7. You keep saying "Medium Approach" throughout the video when you mean "Approach Medium". They mean two different things and I know you aren't doing this on purpose, but I don't want people to get confused. 8. Continously welded rail still has physical gaps at signal block points. I've taken several photos of this in my area. There is a non-conductive spacer placed between the two rails and then the two rails are connected with a joint. So it "is" jointed rail at these points technically. 9. You must set the throttle to idle AND open the Main Circuit Breaker though a dead section. 10. Passing Medium Approach should set cabs to Approach, not Restricting. Fixed in the update. Can't wait for some of your gameplay videos with the fixed signaling! If I were to make a suggestion, I highly recommend you figure out how to deal with background noise with the microphone as it can sometimes really hurt with the video quality. I use Adobe Audition to remove such noise as I live in a very noisy area.

@tygerways6615

Жыл бұрын

Wow, thank you very much for this exhaustive feedback and all the insights! Also thank you very much for clarifying things where I misspoke (Medium Approach/Approach Medium) or left things unclear. All the information given will go into my future videos. And I will look into ways of getting the playing dogs and other noises out of my audio. :) I am so happy that you went through with doing this update and can't wait for playing the Boston DLC with the new signaling!

@RazielKainus

2 ай бұрын

@@tygerways6615 btw in ACS64, both Boston and Trenton version, when you access the screen on the left, and get to safety systems ATC/ACSES which shows status of both, it shows most of stuff correctly, but where it shows ATC as "cut-in", next to ACSES it shows just blank space... is it supposed to be like that or not :) ?

@tygerways6615

2 ай бұрын

@@RazielKainus I don't think that this is supposed to be like that, but I can't say for sure (without having a manual for the ACS64). The speeds shown on this screen sometimes seem plausible, sometimes not so.

To Acknowledge do you press "Q" button ? Excellent tutorial. Bravo.

@tygerways6615

Жыл бұрын

Thank you, Adam! Yes, to acknowledge, you press the "Q"-key by default (on a QWERTY-keyboard). If you (like me) separated the AWS button and the Vigilance pedal (see kzread.info/dash/bejne/hYGpzq2OnJTJmqw.html ), it is the key connected with the Vigilance pedal though.

Amazing video! This system is also in use here in Italy and the ppms are the same. We use 50Hz current for the main codes: stop, speed reduction, approach, clear, and 178Hz to generate 5 more codes: speed reduction 100, speed reduction 130, approach 150, clear 220, clear 250

@tygerways6615

Жыл бұрын

Grazie mille, Riccardo! I love how the information from all over the world is getting together here. :) Is that what is called "Ripetizione Segnali a quattro (rispettivamente nove) codici" or "RS 4/9 codici? Too bad there is no Italian route in TSW so far. I would love to run the Frecciarossa into and out of Venice or Rome! :)

@riccardofranco6407

Жыл бұрын

@@tygerways6615 Exactly. 4 codes are usually used when the speed is up to 180 km/h. The other 5 codes are added in order to increase flexibility or to reach speeds up to 250 km/h. In some secondary lines, where axles counting systems are used, there are no codes and the speeds or signals indications are enforced by the SCMT system (which is the main safety system on our infrastructure even in coded lines). Yes some high speed lines would be cool to see on tsw (for example from Milano to Torino). Actually there is a simulator in which you can run the Frecciarossa, along with other locomotives. It is called "Simulatore treno" and it's extremely realistic (from the physical and conducting point of view). The down side is that is not based on a graphical engine. So it's quite basic on the graphic...

@tomankt

8 ай бұрын

I've read a brief mention about RS4/9 Codici just several weeks ago on Wikipedia, in the course of being interested about "classical" cab signalling worldwide, including classical PRR pulse code system. Also, I've read from some quite old (1981) Soviet book that some similar pulse code system was developed in Czechoslovakia since 1960s, differing both in carrier frequency (which could be 50 Hz only on DC-electric or non-electric stretches, or 75 Hz on AC-electric or any other stretches, so 75 Hz being ) and pulse code rates (0,9 Hz = 54 ppm for Red (Stop), 1,8 Hz = 108 ppm for Double Yellow (Diverging, reduced speed), 3,6 Hz = 216 ppm for Yellow (Approach) and 5,4 Hz = 324 ppm for Green (Clear) ). Plus an additional code/aspect for short block 4-aspect ABS - 0,9 Hz=54 ppm, but with every 4th pulse omitted, resulting in flashing red cab signal aspect. Perhaps this is still used in Czechia and Slovakia... USSR and now ex-Soviet countries, though, used a completely different principle of coding for their classical cab signalling (widely installed since 1950s in all ABS-fitted lines in USSR, and is still the most widespread system in ex-Soviet countries), ALSN. Namely, there is no specific pulse rates assigned to aspects, but rather pulses and gaps count in sequences is used. There are just 3 codes, with names corresponding visual cab signal aspects: "Red-Yellow" - one pulse in sequence (i.e. single pulses separated by long gaps), "Yellow" - sequence of two pulses separated by short gap (whole sequences separated by long gaps as previously), and "Green" - sequence of three pulses separated by 2 short gaps (sequences also separated by long gaps). Short gaps are always about 0,12 s long, while pulses and long gaps can be quite arbitrary long (0,2..0,7 s for pulses and 0,5..0,9 s for long gaps) to form intended length of code cycle (in classical form 1,6 s and 1,9 s long cycles are used, with different lengths on adjacent blocks to prevent/check for dangerous failures of insulated joints, and nowadays as well for blocks count/fallback navigation on locomotive devices when GPS unavailable), there is one "Yellow" or "Green" sequence in 1,6 or 1,9 s code cycle, or two identical "Red-Yellow" sequences. But there is also some even more important difference between these systems and PRR system, that I didn't know until now (because it is very rarely mentioned or explained when US cab signalling is explained, including in Wikipedia - perhaps authors consider that obvious, while it's actually not the case for people (including railfans) from other countries). This video is such a rare good exception, where author really explains this, and I got here just while searching the answer for this question, and yes, finally found it right here, thanks author! The difference is whether cab signal aspect represents (roughly replicates) the aspect of the wayside signal passed (more accurately, what would be now on the signal behind if there wasn't our train here), or the signal ahead. Being accustomed to ALSN system, where the aspect shown is always a representation of the signal ahead (Czechoslovakian system does the same, according to description I read in the book), except about 6-7 s after passing a signal until update occurs, and there is no code change points inside blocks at all (except the newest system with moving blocks, of course), it was really, really hard even suppose, without clear explanation and schemes, that similar (sometimes identical) looking cab signal aspects in the US mean completely different things, as they are actually shifted whole block ahead. Namely, ALSN green aspect - Clear, in American terms - has no equivalent in original basic PRR system, because it means 2 whole unoccupied blocks (plus some part of the 3rd, or minus a small part of 2nd until aspect update), ALSN yellow aspect - Approach in American terms - is an equivalent of PRR Clear cab aspect (shown as green and so on), and ALSN red-yellow aspect (would be Stop and Proceed or Restricting) is equivalent of PRR Approach cab aspect (but shown along all the block till red wayside signal). Red aspect on ALSN is shown only after passing red wayside signal, when codes disappear at all. PRR Approach Medium cab aspect, in turn, has no equivalent in ALSN, but could it be there (and in Czechoslovakian pulse-code system there is such an aspect), it would be named here, in translation to American terms, something like "Medium Approach" or "Diverging Approach" - after the signal aspect ahead rather than behind. As far as I see from Wikipedia, aspect names in RS4/9 Codici suggest that aspects shown in the cab represent aspects of signal ahead, like in USSR/ex-Soviet countries and Czechoslovakia/Czechia & Slovakia practice (and perhaps this is why there is 4 codes from the very beginning, rather than 3 in the US)...

@riccardofranco6407

8 ай бұрын

@@tomankt Yes you are right. As far as i know US is the only one using this type of cab signaling. Such a strange system but yet very intresting. Yes in Italy the system reflects the signal ahead. If we have for example three signals (green --- yellow --- red) before passing the first (green) we would have "clear". After passing the green we have the aspect of the signals ahead, so "approach". And finally after passing the yellow one, we have "stop" wich does not mean we have to stop immediatly, but instead that the next signal is showing stop. If you want to know more there is an amazing site regarding all italian signals (only in italian though, but you can use google translator). Search for "Segnali fs" on google. Also when using the 9 code version of RSC, we have similar things to what you call "code change point". On lines with speed of 250 km/h, the block section is around 5,4 km. So lets say you are approaching a green signal and the next afther is a yellow. Before the green in the cab you have "clear 250" (max 250 km/h). After passing the green signal you get a code succession "clear 230" -> "clear" -> "approach" and them, after passing the yellow signal, you get "stop". The change from clear 230, clear and approach happen in bethween the block, without passing a physical signal. This is done by creating three different electrical blocks all into one big physical block. Hope the explanation is understandable. Bare in mind that in reality there are a lot of more things to consider and the system is far more complicated than what it may seems.