Danny being a retired locomotive engineer I get so much out of your videos the way you explain trains, train movements, and signals. You do it so well. The 24th of this month I’ll be 74 and I really enjoy your channel. Thanks for all you do. Take care and have a good one!👍❤️
I'm a former locomotive engineer and instructor with Canadian National Railways and I always emphasized total awareness and forethought while operating railway equipment. If possible, observe the signals beyond the one that you are approaching to give you the bigger picture of what you could be expecting and manage your speed accordingly.
I can attest to his series of videos on the signals that he mentioned. I've seen them a bunch of times and have found myself recommending them to anyone who asks about the signals. Watch them. They will tell you everything you need to know. At least in regards to CSX.
For signals, I think the cab signal systems that Conrail installed on lines they refurbished lines are the best. 1) You always have a visual in the cab what signal you're running. 2) You get lots of time to slow down as the cab signal progresses down. Conrail installed the Signal Boxes at approx 1.25 mile intervals. You have about 3.75 miles, without double blocks, to know that there is a train or a stop signal ahead. Also, if you're in between blocks, the cab signal will pick up. Also, if you need to hold back from a signal, say for a road crossing, you don't have to see the signal to know that you got the signal. And that is where I get into weather. Nothing is like trying to see signals in inclement weather, where with the cab signal, it is right there in your face the entire time.
is this similar to how when I used to sometimes ride Metro North and if I was up near the operator cab I could hear a rapid beeping right before the train had to slow down?
@@filanfyretracker Sounds right. Although the Mets uses their own cab signal system that is more like a subway. There are 3 signals at the interlocking, STOP, Absolute Block, and Proceed Cab.
"I only had a minute to set up" and then gets 2 STUNNING VIEWS of 453!!! You kill me, Danny! I can only dream of getting great shots like yours! Outstanding!
Hi Danny, As someone who works for the Mechanical department (Not CSX Another Railroad) We have employees on duty 24/7/365. Chances are the 7041 had a failure that could not be repaired on site and has to go to the shop for repairs. So like in this case, it was quicker to spin the consist, then send out a new leader from the closest yard. Now on the railroad were I work, we have 74 volt battery jumper connections on the locomotives and I've been set out in the breakdown truck to add a jumper cable between these connectors, allowing the second locomotive in the consist to keep the batteries changed in the leader, which then allows to crew to continue on as the second unit is now keeping the electronics alive in the leader. Thank You Danny for your videos, I enjoy the historical information, plus the combination of "on the road" video, drone video and track side video. I've found all of your video very interesting and look forward to each new video. Cheers, Rich S.
A few things...and we're talking CSX here. A siding can not, in itself, be a CP. Its entrance/exit points can be because a siding can either be a Signaled siding or a controlled siding (non signaled). Next, you don't have absolute signals in TC territory, because TC is the area between CP's where the intermediates are, but NOT including those absolute signals, which are CP territory. So literally, if you follow the timetable along, you'll see it go from CP to TC to CP to TC all day long. Next you CAN pass an absolute stop signal without permission in one circumstance. Take your Plant City holdout signal for instance..because realistically, this would only apply to a holdout....no switches involved. If you pull up to it, cut off from your train, go by it on a green to say, go work an industry to pick up cars. You then return back to the rest of your train which is left immediately on the other side of the signal. AFTER STOPPING, you can then proceed back to your train for the sole purpose of coupling back to it without permission from the dispatcher. At the 14:50 mark talking about being approach lit. They don't light up when the train gets in to the block that they govern, because that block is the one you're going in to when you pass that signal, which if it lit up then would be useless as info conveyed to the crew of the train. They don't govern the block the train is in preceding that signal. The only signals that governed the block ahead of a fixed signal were cab signals. They just upgrade, maintain or degrade the block you are currently running in. Congrats on another well put together video!
Hello Danny I live in Germany and have been a rail fan for over 50 years The only thing the American railroad has in common with the European/German railroad is the gauge. The rules and procedures are completely different. I find your videos very informative. I just have a few problems with the English language. But you never stop learning. Keep it up!
holdouts sound basically like ATC putting aircraft into holding patterns at a marker. The interesting thing is I have been on some highways with what one could call a distant signal, if its a curvy road with relatively high speeds some I have been on have a flashing sign that warns of a red light ahead.
Danny Harmon. Doctor of Rail Transportation and Reviewer of great places to eat in Fl. -- this should be your handle. Amazingly informative videos each time.
Everyday is a school day when you watch a Danny Harmon "Distant Signal" video. Most railways have the same controls it's just the names that are different. Great video as always. Well done 🤓
I find Danny’s voice really soothing, and there’s always great shots of trains. I’ve only been to Florida once on a school trip, so didn’t get a chance to railfan, so I always enjoy seeing how it is in a different part of the country.
I know, I know, US trains are way way longer but it's still funny to hear someone describing maybe one or two dozen trains a day as a lot. Where I live I can stand on a platform for maybe 30 minutes and see that many. Admittedly most of those are passenger. Freight largely gets routed around the city.
@@distantsignal The longest distance for passenger trains will be one of the overnight trains. Probably the one from Berlin to Stockholm. Don't know how many kilometres. Freight will be Rotterdam down to Italy probably. Or some of the runs in central - eastern Europe. It's two very different networks with very different geography and politics. In general the european network is denser with shorter runs but higher frequencies. Both freight and passenger. Most lines carry regional passenger service at the least, shaping the way freight service is run. Also do keep in mind I live in city. Pretty much the only freight service I see is local or goes to one of the terminals here.
I've always liked your simple, easy-to-understand explanations of how distant/home signals work. Though the signal at the siding toward the end of the video actually looked to be a hybrid - it was both route *and* distant signalling, telling the train it was entering a diverging route, but also signalling an approach-to-stop at the other end of the siding. That's efficient signalling!
@@jovetj Honestly not sure what to call it. Used to be you had either pure route or pure speed signalling. You either told the train where it was going or how fast to proceed and what to expect at the next signal. Not used to signals that give BOTH pieces of information.
@@ArchTeryx00 I believe the terms "speed signaling" and "route signaling" are overthought by most people. To me, the only difference between US route and US speed signaling, is that speed signaling gives precise speed limits for diverging indications, and route signaling does not. A rule stating "Reduce to not exceed 30 MPH to prepare to stop at the next signal" is _not_ speed signaling, that's safe train handling. BNSF and UP both have rules stating "pass the next signal not exceeding 50 MPH" and that _could_ be called speed signaling, but the speed itself isn't the point, it's just safe train handling. And BNSF and UP do not have diverging indications giving speed limits-the timetable gives the diverging speed limits. In US speed signaling schemas, signal indications that command both pieces of information are the exception, not the rule. Signals give _transient_ speed limits, which are temporary and limited in scope by time or territory. With subsequent block signals requiring those speed limits, the "here and at the next signal" speed requirements become necessary. If you want your mind blown, you should look at the Canadian Operating Rules signal system, which does have most signals give BOTH pieces of information.
@@jovetjAn entire system of hybrid signals? This I have to see for myself. You'd practically need a PhD just to read the bloody signals. 😂 Then again, they DO use a hybrid system in parts of Australia. The route signalling is blatantly obvious: Instead of different heads indicating the route, there are light bars pointing the way for diverging routes, while the main signal shows the speed you're supposed to be going after passing it. The steam-era semaphore signals get even weirder, and certain tourist railroads *still* use them.
UP has an interesting section on their website called "It's Just Railroad Talk". Sections include train terms, yard terms, types of trains, engineering terms, terms for places, transportation terms, and mechanical terms.
SP and Santa Fe also numbered their signals the same way. I read that in areas with multiple signals they could be numbered 7000, 7001, 7002, etcetera and still have the correct milepost of 700. Just discovered your channel and will subscribe.
That is correct. The situation you speak of generally applies to multiple main tracks. It's standardized that signals for traffic in a given timetable direction usually end with even numbers and signals for the opposite direction end in odd numbers. The specific directions can vary by railroad, but this is usually kept consistent across a division or the entire railroad.
Unbelievable, a Danny Harmon video WITHOUT a food review 😳 Just playin’ around, top tier video as always Danny, looking forward to the next one as always
Danny, I took a mandatory online inservice training class the other day that was terrible. Only good thing about it was that I could’ve sworn it was you narrating. Made me want to watch railfan content instead of finishing. lol
Danny, what makes your channel so much better than the other railfan channels, is ALL the info you provide, along with some mighty fine train watching. I learned a lot today. ;-)
I have no particular interest in American railroads but find this channel very engaging and informative. It's like dropping in on an old friend who talks with you and not at you.
As a kid, I found myself wanting to railfan on warm days, and one day, I was at the Linden Wye in Nisbet, PA when I witnessed my first and only train meet there to date. Eastbound Lycoming Valley was merging onto the Norfolk Southern mainline but had to wait for the westbound empty Norfolk Southern coal train out of Washingtonville, PA on its way back to Greene County. Lycoming Valley was likely headed down to service a customer either in or near Muncy, PA. The last train meet I witnessed was between two Norfolk Southern trains at an old passenger train rail station in Northumberland, PA. The station retains its original appearance from the outside save for the enclosed platform, plus the tracks are still there and the trains use the tracks as a yard. Norfolk Southern passes through the yard and as a whistle zone that’s probably a quiet zone just beyond the yard. My best guess is the yard name is Northumberland Yard.
Always a great day when Danny posts a new video! I for one stop what I'm doing to see it! The best informative channel for anything railroad related. Cheers from Laurel, Delaware USA.
Danny, I thoroughly enjoy all your videos and find them extremely interesting and educational, my father worked on the CNR ( Canadian National Railway) (interestingly we say railway instead of railroad) for 40 years and I have traveled all across Canada by VIA Rail Canada several times. Our corridor from Windsor/Sarnia, Ontario to Montreal, Quebec is very busy with freight and passenger service. My wife and i did a trip a few years ago from Chicago to New Orleans on the City of New Orleans, a great trip. Thanks again Danny so much for all your amazing videos and for sharing them with railfans who cannot be there with you ... but we are when we watch you on TH-cam. From London, Ontario, Canada.
You may not have realized it, but there are "Railroads" and "Railways" in the USA, too. The generic term is usually "railroad," but companies choosing what to call themselves may pick either and no one will bat an eye. For example: Union Pacific Railroad, Burlington Northern Santa Fe Railway.
Always great to get out super early in Japan. That's the magic hours when the Freight train is pulling the shiny new trains to their perspective owners.
Hi, Danny! Enjoyed your video! I just had an update to give you. Sometime back, you had wondered what was going on with all the blocks of Railbox cars you were seeing. About a month ago, I saw a post from someone wanting confirmation about a post he had seen. Someone posted that TTX Co., the Railbox parent company, was scrapping a third of it’s Railbox fleet. If true, that would explain the large blocks of Railbox cars people had been seeing, and the stored ones I had seen. Evidently, they were being stored, then scrapped. The block I saw had been whittled down to just a long string of FBOX cars. The ABOX, RBOX, TBOX and TOBX cars had been removed.
I WAS AT Palmer, Massachusetts, just the other day. Got there in about 5 AM. Left at about 5 PM. Counted 44 trains. You have to go to this location. It's the Massachusetts train hotspot. Me and my Father used to come here all the time. We even caught a new england central all the way from vermont to palmer massachusetts. What a catch And it was six Locomotives 6 GP38. And they were hauling ass What a great location. Can't wait until you do a video here
@@stevenjones3356 It's in Palmer, Massachusetts, right? At a abandoned train station turned into a restaurant. It's at a dead end road And it's right next to the office for the New England Central railroad. And you have to go Uber and overpass and immediately take a Right hand turn. There will be a used car dealership at the end of the road if it's still there.
I love that “hello again railfans”… I’d love to meet Danny one day and just hang out with him. There’s some local switching I’d love to show him sometime here near Pittsburgh.
In Canada, Distant signals are called Advanced signals, or intermediate/approach signals. Funny to see how the same style signal has different names with different railroads. Also, our double aspect intermediates are staggered. When they're directly over each other they're called a Controlled signal (same as the CP signal you make reference to). And Controlled signals are part of a controlled location (like the triangle of signals at the end of a siding, etc). Love your videos!! Keep up the great content
The terminology is often confused, because the details are lost on most people. Even some of the things Mr. Harmon states in this video are not _quite_ 100% dead-on accurate. CSX even has stupid definitions for some things (like ABS signal). *Intermediate signal* is the official term for signals between control points in CTC territory. If it's not CTC territory, then it's not an intermediate signal. "Approach signal" is more of a slang term which has caught on, despite its unfortunate ambiguous meaning. The term "distant signal" has the same problem: there are different kinds of signals calls "distant signals" and they don't serve the same purpose. Context can distinguish the meaning, but if it was a matter of life or death, it wouldn't be tolerated.
It wild hearing completely different terms on the other end of the country! On the Up out here on the Old Espee we say Hold Signal for those independent absolutes and our Distant signals have a different meaning, we simply refer to ours as Approaches. Our signs on the intermediates refer to the signal like a name plate for which direction bulb more then it does for the milepost which is why we dont have dots in between the mile and tenth of a mile some are off by more the half mile!
I'm going to watch this again Danny on our Roku TV. I was so excited. Your fence of signs are so amazing and shows how wonderful of a person you are and loved by dedicated Railfans and friends. I love the way you use your drone to capture different angles in your recordings. Thanks for always giving us a professional and exciting way to introduce us to things we don't know about trains,etc. God bless you and family and to always be safe.❤😊
Love the videos. We watch them on the big screen smart tv so I cant comment or like them. Will try to give you a comment and like more often ! We are in our mid 80s ! Thanks for the great videos !
I'm one of those people who still misses BN's Cascade Green even after 30 years of BNSF. When I was out there, shooting film, I am so glad I got what I did. How much of it is no longer there - certain locomotive models, signals, depots, cabooses. It's all gone.😢
Whilst I've already commented on this video I thought I'd mention the fact that you missed out the best bit where you get lunch or dinner in one of the many diners in your beloved Florida. 🤔😎
I saw the thumbnail and usually I click immediately for the love of the new video but this one was stunning and I had to appreciate it for a sec, probably top 5, excellent!
Great video Danny! I would love to see more FEC stuff. They've got those weird natural gas locomotives I'd love to know more about. Keep up the great work.
Minor correction. The main purpose of putting a power lash-up back-to-back was just about always so the units didn't have to be turned to go back at the other end of the line. Amtrak's practice of having at least two units facing forward on multiple unit trains is so they can swap leaders in case of a breakdown, using just a siding, instead of having to turn the consist. Then there was the RF&P's solution, which was ordering their main road units (the well-known 1xx GP40s) as bi-directionally equipped (control stands on both sides of the cab facing opposite ways), so they could lead either long or short-hood forward. They also had horns on both ends of the unit. Made for a crowded cab.
@@SkylarsTerribleMemes Has more to do with the frequency of their breakdowns and the fact that Amtrak doesn't have units all over the place like the freight carriers do.
Katheen looks much nicer than the Old CNJ and Erie Lackawanna Lehigh Line in Phillipsburg NJ. Of course, NORTHFOLK SOUTHERN operates several trains daily between Burlington and Bergan Counties to Allenton Pennsylvania. I know Amtrak supposed to open a line from Easton Pa. to NYC's Penn Station sometime in the 2 to 3 years. Oh yah, I'll be on Amtrak 91 September 13th and 14th I hope I could see the exact train I'm on in one of your videos. Enjoy :Labor Day!
Mr. Harmon, I have to say. I have always loved your explanations and video capture quality. You're so informative, and engaging. I never get bored of watching your videos to length, and am always looking forward to the next one you put out!
Gordon Deason, i’ve heard that name before. He’s pretty active on the Sanford Sub group; it’s nice to see my home line getting more recognition, it used to be a true beauty back then and still is today.
Holdouts are to allow dispatchers to set routes towards opposing traffic. instead of having to keep a 5-10 mile stretch of track free of opposing movements to handle a wye move at the crossing, the opposing traffic can be brought up close and save time.
Always enjoy your videos, particularly those about signals. Many years ago I worked at the Progress Rail Services facility as a welder that built wayside signal masts, bridges and crossing cantilever masts.
I thank you for a series of fine railfan videos. Your info about "Absolute" signals, I hadn't heard before. This made me almost immediately identify a couple in my area (U.P. Roseville & Nevada subdivisions). I'm guessing that U.P. and BNSF do something similar. A note about Control Point and Mile Post: (just what is the difference?) I don't know if you ever covered this but when railroads change their path (straighten curves or tunnel/go around grades) they keep most of their original Mile Post numbers the same (even though from point "0" they become inaccurate) due to the logistics of revising every reference (not to mention the knowledge inside of engineers heads), every time any location becomes modified. I became aware of this practice by the railroads when I began trying to map out (and visit if possible) the original C.P. route through my area including any stations and watering holes. Since the C.P.'s oldest records got destroyed in a fire, I've been using old train schedules with MP numbers and adding or subtracting from still existing place names stops. Again Thanks for your awesome videos :). Cheers
There are several classes of signals. Absolute signals require a train to Stop and stay when all Red, whereas Permissive signals permit a train to proceed ahead slowly when Red, as outlined in the rulebook. Distant signals (not the kind talked about in this video, but another kind) are another class of signal, as are Shunting signals (not in North America), Route indicator signals, hazard signals, etc. You are correct: it's not that common for railroads to re-number the miles on a given line. But it isn't unheard of. When that isn't done after some kind of major work, there's usually a spot in the timetable where the milepost numbers suddenly change, such as "MP 331.2 = MP 651.0".
Hi Danny! I always look forward to your next adventure out on the high iron. You do an awesome job with Distant Signal Productions. Bob Kozminski Your railfan in southwest Michigan
So interesting, the differences between signalling in the US and Britain. Here, distant signals are always lit, and in busy areas there are four aspect signals, double yellows precede single yellows, followed by the red stop. There are virtually no semaphore distants in the UK, but semaphore home or starter signals can still be seen, especially at small terminus stations (locally in southern England, at Bognor Regis and Littlehampton, though for how much longer remains to be seen!)
There are no mainline semaphore Distants in the USA either. Haven't been for some time. Some "fake" fixed Distants can be found, however. The UK and even Irish signal systems are pretty uniform, but that is not the case in the United States. The entire signaling philosophy is different here, of course, as we don't have entrance or starter signals or the like.
You will be pleased to know that the ad on the video was for Premier Inn, Liverpool UK. Worth a visit - has it's own 3rd rail suburban network as well as the main line and ofc the Liverpool and Manchester being the 1st intercity railway on the planet. UK railway signalling - being route as opposed to speed is a bit different - our distants can be 3 aspect (2Y, single yellow or Green) but are usually 2 aspect (yellow or Green) for the corresponding stop signal. Oh yeah, didn't some famous 4 beat combo popular music group come from Liverpool?
Danny being a retired locomotive engineer I get so much out of your videos the way you explain trains, train movements, and signals. You do it so well. The 24th of this month I’ll be 74 and I really enjoy your channel. Thanks for all you do. Take care and have a good one!👍❤️
I'm a former locomotive engineer and instructor with Canadian National Railways and I always emphasized total awareness and forethought while operating railway equipment. If possible, observe the signals beyond the one that you are approaching to give you the bigger picture of what you could be expecting and manage your speed accordingly.
When Danny uploads, I ditch what I'm currently doing and watch
I do the same thing.
I never knew what a distant signal was. ,I’m 70 and I learned something new
I can attest to his series of videos on the signals that he mentioned. I've seen them a bunch of times and have found myself recommending them to anyone who asks about the signals. Watch them. They will tell you everything you need to know. At least in regards to CSX.
Danny deserves SOOO much more credit for his work on these videos.
And money. If you can afford it, send him some money. He really deserves it.
For signals, I think the cab signal systems that Conrail installed on lines they refurbished lines are the best. 1) You always have a visual in the cab what signal you're running. 2) You get lots of time to slow down as the cab signal progresses down. Conrail installed the Signal Boxes at approx 1.25 mile intervals. You have about 3.75 miles, without double blocks, to know that there is a train or a stop signal ahead. Also, if you're in between blocks, the cab signal will pick up. Also, if you need to hold back from a signal, say for a road crossing, you don't have to see the signal to know that you got the signal. And that is where I get into weather. Nothing is like trying to see signals in inclement weather, where with the cab signal, it is right there in your face the entire time.
is this similar to how when I used to sometimes ride Metro North and if I was up near the operator cab I could hear a rapid beeping right before the train had to slow down?
@@filanfyretracker Sounds right. Although the Mets uses their own cab signal system that is more like a subway. There are 3 signals at the interlocking, STOP, Absolute Block, and Proceed Cab.
"I only had a minute to set up" and then gets 2 STUNNING VIEWS of 453!!! You kill me, Danny! I can only dream of getting great shots like yours! Outstanding!
My boyfriend loves your videos and therefore, I have to watch them as well every night! Became quite a fan as well! Best wishes from Germany. 🚂 🇩🇪
Thanks very much... and thanks to your boyfriend.
Hi Danny, As someone who works for the Mechanical department (Not CSX Another Railroad) We have employees on duty 24/7/365. Chances are the 7041 had a failure that could not be repaired on site and has to go to the shop for repairs. So like in this case, it was quicker to spin the consist, then send out a new leader from the closest yard. Now on the railroad were I work, we have 74 volt battery jumper connections on the locomotives and I've been set out in the breakdown truck to add a jumper cable between these connectors, allowing the second locomotive in the consist to keep the batteries changed in the leader, which then allows to crew to continue on as the second unit is now keeping the electronics alive in the leader. Thank You Danny for your videos, I enjoy the historical information, plus the combination of "on the road" video, drone video and track side video. I've found all of your video very interesting and look forward to each new video. Cheers, Rich S.
A few things...and we're talking CSX here. A siding can not, in itself, be a CP. Its entrance/exit points can be because a siding can either be a Signaled siding or a controlled siding (non signaled). Next, you don't have absolute signals in TC territory, because TC is the area between CP's where the intermediates are, but NOT including those absolute signals, which are CP territory. So literally, if you follow the timetable along, you'll see it go from CP to TC to CP to TC all day long.
Next you CAN pass an absolute stop signal without permission in one circumstance. Take your Plant City holdout signal for instance..because realistically, this would only apply to a holdout....no switches involved. If you pull up to it, cut off from your train, go by it on a green to say, go work an industry to pick up cars. You then return back to the rest of your train which is left immediately on the other side of the signal. AFTER STOPPING, you can then proceed back to your train for the sole purpose of coupling back to it without permission from the dispatcher.
At the 14:50 mark talking about being approach lit. They don't light up when the train gets in to the block that they govern, because that block is the one you're going in to when you pass that signal, which if it lit up then would be useless as info conveyed to the crew of the train. They don't govern the block the train is in preceding that signal. The only signals that governed the block ahead of a fixed signal were cab signals. They just upgrade, maintain or degrade the block you are currently running in.
Congrats on another well put together video!
That's great information. I was not aware of some of those details. I need you on my Experts List!
Great info. Thanks for pointing out the "governed track" part, because as great of a job as Mr. Harmon does, that one made me cringe. ❤Danny
Hello Danny
I live in Germany and have been a rail fan for over 50 years
The only thing the American railroad has in common with the European/German railroad is the gauge.
The rules and procedures are completely different.
I find your videos very informative.
I just have a few problems with the English language.
But you never stop learning.
Keep it up!
As a Brit, I often think the same thing. I suspect I would understand your system far more easily than the American one.
holdouts sound basically like ATC putting aircraft into holding patterns at a marker.
The interesting thing is I have been on some highways with what one could call a distant signal, if its a curvy road with relatively high speeds some I have been on have a flashing sign that warns of a red light ahead.
Good evening Danny! This is Kevin from Ocala! Great job on this video! Keep up the great work you do!
Made my Labor day weekend complete
I love the aerial drone shots! I like looking down into the open containers seeing what, if anything, they may be carrying! ❤
Nice that you got those signs. From sitting in a friend’s garage to thousands of people seeing them worldwide.
Unusual signs in that they don't have the text "DTC BLOCK" on them! Maybe that's just a more-modern convention.
Danny Harmon. Doctor of Rail Transportation and Reviewer of great places to eat in Fl. -- this should be your handle. Amazingly informative videos each time.
Everyday is a school day when you watch a Danny Harmon "Distant Signal" video. Most railways have the same controls it's just the names that are different. Great video as always. Well done 🤓
I find Danny’s voice really soothing, and there’s always great shots of trains. I’ve only been to Florida once on a school trip, so didn’t get a chance to railfan, so I always enjoy seeing how it is in a different part of the country.
I clicked before reading the title
Same
Same
Same
I, read the title before I clicked, but the click was inevitable.
@@SignalMan9292 Same
you know it’s a good day when danny posts.
I know, I know, US trains are way way longer but it's still funny to hear someone describing maybe one or two dozen trains a day as a lot.
Where I live I can stand on a platform for maybe 30 minutes and see that many.
Admittedly most of those are passenger. Freight largely gets routed around the city.
What's the longest distance for your longest passenger train run? What's the distance for the freights?
@@distantsignal The longest distance for passenger trains will be one of the overnight trains. Probably the one from Berlin to Stockholm.
Don't know how many kilometres.
Freight will be Rotterdam down to Italy probably. Or some of the runs in central - eastern Europe.
It's two very different networks with very different geography and politics.
In general the european network is denser with shorter runs but higher frequencies. Both freight and passenger. Most lines carry regional passenger service at the least, shaping the way freight service is run.
Also do keep in mind I live in city. Pretty much the only freight service I see is local or goes to one of the terminals here.
Yes, we have a lot of cities, but also a lot more rural area than Europe. Plus a lot more roadways.
I've always liked your simple, easy-to-understand explanations of how distant/home signals work. Though the signal at the siding toward the end of the video actually looked to be a hybrid - it was both route *and* distant signalling, telling the train it was entering a diverging route, but also signalling an approach-to-stop at the other end of the siding. That's efficient signalling!
That's not really a distant signal, but other definitions of "distant signal" let you say every signal is a distant signal to the one following it.
@@jovetj Honestly not sure what to call it. Used to be you had either pure route or pure speed signalling. You either told the train where it was going or how fast to proceed and what to expect at the next signal. Not used to signals that give BOTH pieces of information.
@@ArchTeryx00 I believe the terms "speed signaling" and "route signaling" are overthought by most people. To me, the only difference between US route and US speed signaling, is that speed signaling gives precise speed limits for diverging indications, and route signaling does not. A rule stating "Reduce to not exceed 30 MPH to prepare to stop at the next signal" is _not_ speed signaling, that's safe train handling.
BNSF and UP both have rules stating "pass the next signal not exceeding 50 MPH" and that _could_ be called speed signaling, but the speed itself isn't the point, it's just safe train handling. And BNSF and UP do not have diverging indications giving speed limits-the timetable gives the diverging speed limits.
In US speed signaling schemas, signal indications that command both pieces of information are the exception, not the rule. Signals give _transient_ speed limits, which are temporary and limited in scope by time or territory. With subsequent block signals requiring those speed limits, the "here and at the next signal" speed requirements become necessary.
If you want your mind blown, you should look at the Canadian Operating Rules signal system, which does have most signals give BOTH pieces of information.
@@jovetjAn entire system of hybrid signals? This I have to see for myself. You'd practically need a PhD just to read the bloody signals. 😂
Then again, they DO use a hybrid system in parts of Australia. The route signalling is blatantly obvious: Instead of different heads indicating the route, there are light bars pointing the way for diverging routes, while the main signal shows the speed you're supposed to be going after passing it. The steam-era semaphore signals get even weirder, and certain tourist railroads *still* use them.
UP has an interesting section on their website called "It's Just Railroad Talk". Sections include train terms, yard terms, types of trains, engineering terms, terms for places, transportation terms, and mechanical terms.
When the notification appears reading distant signal has uploaded, that is a high priority notification, and that i must watch this video.
SP and Santa Fe also numbered their signals the same way. I read that in areas with multiple signals they could be numbered 7000, 7001, 7002, etcetera and still have the correct milepost of 700.
Just discovered your channel and will subscribe.
That is correct. The situation you speak of generally applies to multiple main tracks. It's standardized that signals for traffic in a given timetable direction usually end with even numbers and signals for the opposite direction end in odd numbers. The specific directions can vary by railroad, but this is usually kept consistent across a division or the entire railroad.
Unbelievable, a Danny Harmon video WITHOUT a food review 😳
Just playin’ around, top tier video as always Danny, looking forward to the next one as always
Clicked as soon as my notification popped up. I love this channel 👍
Here we go again! Another great one from Danny!
Danny, I took a mandatory online inservice training class the other day that was terrible. Only good thing about it was that I could’ve sworn it was you narrating. Made me want to watch railfan content instead of finishing. lol
The transition at 20:04 was masterful! The cars lined up perfectly!
Just spent an hour chatting with my conductor son about his week working the Henderson Sub, and topped it off with a Danny Harmon video. Sweet!
Danny, what makes your channel so much better than the other railfan channels, is ALL the info you provide, along with some mighty fine train watching. I learned a lot today. ;-)
What , Danny no lunch stop?? Great vid, great signs also👍👍
I have no particular interest in American railroads but find this channel very engaging and informative. It's like dropping in on an old friend who talks with you and not at you.
That's a very nice compliment, sir.
Perfect end to a long day of yard work, relaxing with Danny!
Good video, Danny. Learning more how trains move out good everytime I watch your channel. And I also joined Distant Signal on Facebook.
As a kid, I found myself wanting to railfan on warm days, and one day, I was at the Linden Wye in Nisbet, PA when I witnessed my first and only train meet there to date. Eastbound Lycoming Valley was merging onto the Norfolk Southern mainline but had to wait for the westbound empty Norfolk Southern coal train out of Washingtonville, PA on its way back to Greene County. Lycoming Valley was likely headed down to service a customer either in or near Muncy, PA. The last train meet I witnessed was between two Norfolk Southern trains at an old passenger train rail station in Northumberland, PA. The station retains its original appearance from the outside save for the enclosed platform, plus the tracks are still there and the trains use the tracks as a yard. Norfolk Southern passes through the yard and as a whistle zone that’s probably a quiet zone just beyond the yard. My best guess is the yard name is Northumberland Yard.
Danny always produces good quality and informative videos.
Always a great day when Danny posts a new video! I for one stop what I'm doing to see it! The best informative channel for anything railroad related. Cheers from Laurel, Delaware USA.
Danny, I thoroughly enjoy all your videos and find them extremely interesting and educational, my father worked on the CNR ( Canadian National Railway) (interestingly we say railway instead of railroad) for 40 years and I have traveled all across Canada by VIA Rail Canada several times. Our corridor from Windsor/Sarnia, Ontario to Montreal, Quebec is very busy with freight and passenger service. My wife and i did a trip a few years ago from Chicago to New Orleans on the City of New Orleans, a great trip. Thanks again Danny so much for all your amazing videos and for sharing them with railfans who cannot be there with you ... but we are when we watch you on TH-cam. From London, Ontario, Canada.
You may not have realized it, but there are "Railroads" and "Railways" in the USA, too. The generic term is usually "railroad," but companies choosing what to call themselves may pick either and no one will bat an eye. For example: Union Pacific Railroad, Burlington Northern Santa Fe Railway.
Your sign board is growing and really looking cool.
Nothing like another great video Danny! This "Legendary Cheering Railfan" always enjoy your videos! :)
I always love watching your videos. Very professional and well put together. I learn something new every time!
Always great to get out super early in Japan. That's the magic hours when the Freight train is pulling the shiny new trains to their perspective owners.
Hi, Danny! Enjoyed your video!
I just had an update to give you.
Sometime back, you had wondered what was going on with all the blocks of Railbox cars you were seeing. About a
month ago, I saw a post from
someone wanting confirmation
about a post he had seen. Someone posted that TTX Co.,
the Railbox parent company, was scrapping a third of it’s
Railbox fleet. If true, that would explain the large blocks of Railbox cars people had been seeing, and the stored ones I had seen. Evidently, they were being stored, then scrapped. The block I saw had been whittled down to just a long string of FBOX cars. The
ABOX, RBOX, TBOX and TOBX
cars had been removed.
Yes. The older TTX Railboxes have reached their 50 year service life and the company scrapped them.
I WAS AT Palmer, Massachusetts, just the other day. Got there in about 5 AM. Left at about 5 PM. Counted 44 trains. You have to go to this location. It's the Massachusetts train hotspot. Me and my
Father used to come here all the time. We even caught a new england central all the way from vermont to palmer massachusetts. What a catch And it was six Locomotives 6 GP38. And they were hauling ass What a great location. Can't wait until you do a video here
Im in CT...would you be willing to share your watching spot with me?
@@stevenjones3356 It's in Palmer, Massachusetts, right? At a abandoned train station turned into a restaurant. It's at a dead end road And it's right next to the office for the New England Central railroad. And you have to go Uber and overpass and immediately take a Right hand turn. There will be a used car dealership at the end of the road if it's still there.
I was just talking Sunday with some folks from Middleborough about going to Palmer. It's definitely on my list.
It’s good to see another Danny Harmon Video out
I love that “hello again railfans”…
I’d love to meet Danny one day and just hang out with him. There’s some local switching I’d love to show him sometime here near Pittsburgh.
I would also enjoy meeting Danny. I am in Florida not far from him for about 5 months over winter .
Your timing with the drone and ground sound is perfect my dude!
Great video I like the angle you film the trains from
Thank you very much!
In Canada, Distant signals are called Advanced signals, or intermediate/approach signals. Funny to see how the same style signal has different names with different railroads. Also, our double aspect intermediates are staggered. When they're directly over each other they're called a Controlled signal (same as the CP signal you make reference to). And Controlled signals are part of a controlled location (like the triangle of signals at the end of a siding, etc). Love your videos!! Keep up the great content
The terminology is often confused, because the details are lost on most people. Even some of the things Mr. Harmon states in this video are not _quite_ 100% dead-on accurate. CSX even has stupid definitions for some things (like ABS signal). *Intermediate signal* is the official term for signals between control points in CTC territory. If it's not CTC territory, then it's not an intermediate signal. "Approach signal" is more of a slang term which has caught on, despite its unfortunate ambiguous meaning. The term "distant signal" has the same problem: there are different kinds of signals calls "distant signals" and they don't serve the same purpose. Context can distinguish the meaning, but if it was a matter of life or death, it wouldn't be tolerated.
Always a great day when Danny uploads!
It wild hearing completely different terms on the other end of the country! On the Up out here on the Old Espee we say Hold Signal for those independent absolutes and our Distant signals have a different meaning, we simply refer to ours as Approaches. Our signs on the intermediates refer to the signal like a name plate for which direction bulb more then it does for the milepost which is why we dont have dots in between the mile and tenth of a mile some are off by more the half mile!
I'm going to watch this again Danny on our Roku TV. I was so excited. Your fence of signs are so amazing and shows how wonderful of a person you are and loved by dedicated Railfans and friends. I love the way you use your drone to capture different angles in your recordings. Thanks for always giving us a professional and exciting way to introduce us to things we don't know about trains,etc. God bless you and family and to always be safe.❤😊
Love the videos. We watch them on the big screen smart tv so I cant comment or like them. Will try to give you a comment and like more often ! We are in our mid 80s ! Thanks for the great videos !
Explaining a signal aspect is always a very interesting feature of your videos.
Always a pleasure, sitting here watching a “Distant Signal” production and informative too! Thanks for sharing !!😊
You Never, Ever, Disappoint. Excellent, As Always! Thanks Danny! 👍🙏
Excellent video of CSX 3215 leading switching Danny 😀👍🏾
Waiting for a new Distant Signal video is like waiting for Christmas as a child, Danny your videos are the best.
That's an awfully nice compliment, CSXCamper. Thanks!
6:43 I see those ties have been sitting there long enough to start growing weeds,
I'm one of those people who still misses BN's Cascade Green even after 30 years of BNSF. When I was out there, shooting film, I am so glad I got what I did. How much of it is no longer there - certain locomotive models, signals, depots, cabooses. It's all gone.😢
You're not alone! Still my favorite railroad.
Love your videos Danny but miss you eating segment when you go railfanning
It sounds like his lunch was not worth reporting on! The class act he is didn't want to include a negative review.
Whilst I've already commented on this video I thought I'd mention the fact that you missed out the best bit where you get lunch or dinner in one of the many diners in your beloved Florida. 🤔😎
Sometimes you gotta hit up a Wendy’s and it’s not worth reviewing.
Haha! That's pretty much what happened on this trip. The place I wanted to show was so bad I couldn't possibly recommend it.
I am a commercial pilot and this is honestly harder for me to wrap my head around. How do they just know all this stuff... 😵💫
Always great to see a professional at work. Your excellent productions are golden.
--Paul C., a VRF live moderator
I saw the thumbnail and usually I click immediately for the love of the new video but this one was stunning and I had to appreciate it for a sec, probably top 5, excellent!
Late dinner and a DS vid? heck yeah!
Great video Danny! I would love to see more FEC stuff. They've got those weird natural gas locomotives I'd love to know more about. Keep up the great work.
Great video Danny! Retired 32 year railroader (NS), excellent information, well done!! Many thanks!
Many thanks, Buddy!
These should be training videos for new railroad recruits. They are that good.
It’s always a great day when Danny posts
Minor correction. The main purpose of putting a power lash-up back-to-back was just about always so the units didn't have to be turned to go back at the other end of the line. Amtrak's practice of having at least two units facing forward on multiple unit trains is so they can swap leaders in case of a breakdown, using just a siding, instead of having to turn the consist. Then there was the RF&P's solution, which was ordering their main road units (the well-known 1xx GP40s) as bi-directionally equipped (control stands on both sides of the cab facing opposite ways), so they could lead either long or short-hood forward. They also had horns on both ends of the unit. Made for a crowded cab.
always wondered why amtrak did that, that's pretty smart!
@@SkylarsTerribleMemes Has more to do with the frequency of their breakdowns and the fact that Amtrak doesn't have units all over the place like the freight carriers do.
Great video as always Danny! It’s like going to school. Cheers from your north snow plow driver!
In these crazy times it is a relief to watch your videos. Greeting from "Old Europe".
Great video. I really appreciate your extensive knowledge and how you present the information. Well done!!
Thank you, Gerard!
Top notch content as always. You're an excellent narrator and a delight to listen to.
Thank you for so much informative content!
❤️ from Australia
Thank you kindly from the Sunshine State!
All good information. Very interesting. Thank you for sharing. Have a great day and stay safe.🙂🙂
Excellent video Danny! You explained CSXT signals very well! Great job. Keep the videos coming.
Great job my guy and have a safe and happy Labor Day weekend!
You're getting good with that drone, Danny. Thanks.
love your passion for railfaning Danny thanks for all the videos and information.
Katheen looks much nicer than the Old CNJ and Erie Lackawanna Lehigh Line in Phillipsburg NJ. Of course, NORTHFOLK SOUTHERN operates several trains daily between Burlington and Bergan Counties to Allenton Pennsylvania. I know Amtrak supposed to open a line from Easton Pa. to NYC's Penn Station sometime in the 2 to 3 years. Oh yah, I'll be on Amtrak 91 September 13th and 14th I hope I could see the exact train I'm on in one of your videos. Enjoy :Labor Day!
Norfolk, not Northfolk, to note, in case that spelling was intentional.
Got to love it when Danny posts a new video.
Mr. Harmon, I have to say. I have always loved your explanations and video capture quality. You're so informative, and engaging. I never get bored of watching your videos to length, and am always looking forward to the next one you put out!
Another great video! Thanks Danny. Looking forward to seeing you out on the "high iron" soon as possible! Randy
Gordon Deason, i’ve heard that name before. He’s pretty active on the Sanford Sub group; it’s nice to see my home line getting more recognition, it used to be a true beauty back then and still is today.
I always watch the ads for the creators that I enjoy, that includes you. Keep up the great work! ❤🎉
Wow, thank you!
What ads might these be. I never see any ads.
Holdouts are to allow dispatchers to set routes towards opposing traffic. instead of having to keep a 5-10 mile stretch of track free of opposing movements to handle a wye move at the crossing, the opposing traffic can be brought up close and save time.
Always a great day when we get a video from Danny
Always enjoy your videos, particularly those about signals. Many years ago I worked at the Progress Rail Services facility as a welder that built wayside signal masts, bridges and crossing cantilever masts.
Very nice!
Great video as always, Danny. I have always had a fascination with signals.
Join the club!
I thank you for a series of fine railfan videos. Your info about "Absolute" signals, I hadn't heard before. This made me almost immediately identify a couple in my area (U.P. Roseville & Nevada subdivisions). I'm guessing that U.P. and BNSF do something similar.
A note about Control Point and Mile Post: (just what is the difference?)
I don't know if you ever covered this but when railroads change their path (straighten curves or tunnel/go around grades) they keep most of their original Mile Post numbers the same (even though from point "0" they become inaccurate) due to the logistics of revising every reference (not to mention the knowledge inside of engineers heads), every time any location becomes modified.
I became aware of this practice by the railroads when I began trying to map out (and visit if possible) the original C.P. route through my area including any stations and watering holes. Since the C.P.'s oldest records got destroyed in a fire, I've been using old train schedules with MP numbers and adding or subtracting from still existing place names stops.
Again Thanks for your awesome videos :). Cheers
There are several classes of signals. Absolute signals require a train to Stop and stay when all Red, whereas Permissive signals permit a train to proceed ahead slowly when Red, as outlined in the rulebook. Distant signals (not the kind talked about in this video, but another kind) are another class of signal, as are Shunting signals (not in North America), Route indicator signals, hazard signals, etc.
You are correct: it's not that common for railroads to re-number the miles on a given line. But it isn't unheard of. When that isn't done after some kind of major work, there's usually a spot in the timetable where the milepost numbers suddenly change, such as "MP 331.2 = MP 651.0".
Hi Danny!
I always look forward to your next adventure out on the high iron. You do an awesome job with Distant Signal Productions.
Bob Kozminski
Your railfan in southwest Michigan
So interesting, the differences between signalling in the US and Britain. Here, distant signals are always lit, and in busy areas there are four aspect signals, double yellows precede single yellows, followed by the red stop. There are virtually no semaphore distants in the UK, but semaphore home or starter signals can still be seen, especially at small terminus stations (locally in southern England, at Bognor Regis and Littlehampton, though for how much longer remains to be seen!)
There are no mainline semaphore Distants in the USA either. Haven't been for some time. Some "fake" fixed Distants can be found, however. The UK and even Irish signal systems are pretty uniform, but that is not the case in the United States. The entire signaling philosophy is different here, of course, as we don't have entrance or starter signals or the like.
Love your stuff, Danny. Another great video.
You will be pleased to know that the ad on the video was for Premier Inn, Liverpool UK. Worth a visit - has it's own 3rd rail suburban network as well as the main line and ofc the Liverpool and Manchester being the 1st intercity railway on the planet.
UK railway signalling - being route as opposed to speed is a bit different - our distants can be 3 aspect (2Y, single yellow or Green) but are usually 2 aspect (yellow or Green) for the corresponding stop signal.
Oh yeah, didn't some famous 4 beat combo popular music group come from Liverpool?
Those Distant signals you speak of are really a different (but slightly related) definition altogether.
Thanks Danny, my brother a retired NS conductor, liked locals at Gainesville Ga.
Another five star production Danny!!