This is probably for you NS buffs: There originally was a 3-light signal post located ahead of a left leading curve east of the Elks road crossing. This has been relocated west and around the curve,hard on the holdout switch. It seems to me that any westbound engineer now has vastly reduced time to react to the signal. Perhaps all train movements thru Richmond, IN are with speed reduction? Comments? Thanks!!
The carriers re-space signals based on the size, speed and braking distances of the trains they intend to operate over a territory, consistent with the terrain. Once upon a time signal spacing approximated 1 mile, then 2 miles…with the trains that Class I carriers currently operating the nominal signal spacing is now approximating 3 miles.
Remember, railroad signal systems are not predicated upon the trains immediate reaction to sight of the signals. When a train is operating on a Clear signal indication…under normal circumstance…it will not be commanded to Stop at the next signal. There is a progression of signal indications. In their simplest form…Clear - Approach - Stop. The Clear indication tells the train that there is nothing between the Clear Signal and the 2nd signal ahead. The Approach indication tells the train there is nothing between the signal and the next signal, however approach that next signal prepared to stop as there may be a train immediately beyond the signal. The Stop indication tells the train that there is another train within the track segment to the next signal. This is a simplistic description and the application of the carriers rules place other requirements upon trains when operating under the generic signals I have described.