CSX slow approach on the Grand Rapids sub at that time was red over yellow over red on a high mast and it was an into the siding signal. Slow approach on the ground (dwarf) is yellow over red. Restricting on the ground is red over yellow. Now all new ‘seaboard’ signals on the west end so its different indications that I’m not up on anymore. I’m just a yard bum now in GRP.
And if one cannot tell the difference between CSX in Michigan and NS on the far south side of Chitown??? Shouldn’t be operating a train ANYWHERE IMHO. Good grief the railroads changed 30+ miles back!
Geography notwithstanding, with all the mergers that have occured, including the splitting of Conrail, I can’t say as I can blame anyone for not knowing which signal system they’re under (well, I can if they’re operating a train, but you get my drift).
We’ve had this discussion here before. Eventually, as the railroads replace old equipment and work to unify their holdings, signals will become more consistent. There will always be special situations to deal with, but even then it may well become possible to travel across a system (or even between systems) using one rulebook having one meaning for any given aspect.
I think a flashing light always means a less restrictive indication than the same aspect with the light not flashing. That way, if the flasher fails the indication is more restrictive, whether the light is off or steady on.
That would be true ONLY if the flashing part of the circuit failed leaving the signal with a steady light and a steady signal is normal for that signal. But if the signal is dark or ‘improperly displayed’, it must be treated as showing the most restrictive indication possible for that signal.
Actually saw that happen. Crews going into a siding to hold kept getting a restricting instead of a slow approach (which they would have received if everything else was ok). After the m/w forces checked out the rail, a signal maintainer arrived and found the bad flasher unit.