Examples of Blue Signal Applications

FRA has long recognized that the blue signal regulations can not keep pace with technology.  It has been our policy to use discretionary authority to modify the regulations  to meet the needs of the industry.  

The following slides depict blue signal protection applications that are acceptable, but are not specifically covered by the regulations.  Many of them have been in place for over 20 years.  These examples are in the Cincinnati area, but you’re likely to find similar schemes in your own district.  

The following series of slides depicts three levels of protection that can be used at the NS Car Shop, Gest Street Yard, Cincinnati, Ohio.
        -  Level One is manually operated switches with electric locks.  The locks are controlled by the car foreman.
        -  Level Two are manually operated derails with electric locks.  The locks are controlled by the car foreman.
        -  Level Three are derails associated with the “rabbit” system used to move cars within the shop area.  

This is the control panel for manually operated, electrically locked switches and derails used for blue signal protection by NS.  It’s typical of systems used throughout NS, and also on some other railroads.

This is the switch associated with the control panel at the NS Car Shop.  The electric locking device is practically tamper proof.  It cannot be operated unless the panel is in “open” position.

This slide depicts both the panel and one of the associated switches used for protection.
        -  The panel controls the electric locking device for the manually operated switches.
        -  There are switches at each end of each track, but both switches at either end must be either locked or unlocked.  
        -  When an entrance is opened for switch engines, a secondary derail system is used to provide protection.

Note the “DERAIL” control, located on the right side of the panel, underneath the switch lock “SWT LOCK”.  This derail control is associated with an intermediate derail, depicted on the next slide.

This is one of the two second level, manually operated derails controlled by the car foreman.  The derails are manually operated, but have electric locks.  They cannot be placed in non-derail position unless the panel is unlocked by the car foreman.  

        - When the electrically locked switches are open on the departure end of the NS Car Shop, the shop has the option of providing protection using an intermediate manually operated derail.  
        - The derail is equipped with an electric lock, and the lock is controlled by the car foreman using the same control panel.  

Take a look at this slide and the next slide, then we’ll associate them.  

        - This represents the “Third Level” of protection at the NS Car Shop.  These derails are manually operated and locked.  
        - The rabbits are controlled by the car foreman, and work on the affected tracks ceases until the internal movements have been accomplished.  
        - Switch engines are not permitted to intrude into the area protected by these derails.  

The next series of slides represents protection provided at the CSX Locomotive Servicing Area, Queensgate Yard, Cincinnati, Ohio.  There are two levels of protection, as follows:
        -  Level One is remotely controlled derails at each entrance. Remotely controlled derails aren’t specified in the blue signal regulations, but are universally used.  
        -  Level Two is a series of manually operated derails on each track.  They can be used if the primary protection is not being used.   

This is the control panel used by the locomotive foreman at CSX Queensgate Yard.  Note that the remote controls have locking devices rather than toggle switches.  

This is one of the three remotely controlled derails operated by the locomotive foreman.  There are two at the north end, and one at the south end.  One of the two at the north end is optional from FRA’s perspective.  

This slide depicts the association between the locomotive foreman’s panel and the remote derails.  We don’t require them to maintain a log.  

Why not?

This is the second of two north entrance derails controlled by the CSX locomotive foreman.  It’s not required by FRA regulations.  Why not?

These manually operated derails provide the Level Two protection at the CSX Queensgate Locomotive Service Area.  When would we require them to be used?

This is a turntable located within the CSX Locomotive Service Area.  If they needed to use it for protection, how would we expect them to do so?  What about transfer tables?  Can they also be used to protect?

The next series of slides depicts protection used at the CSX Queensgate Yard for “other than main track” protection.  
        -  The first slide shows how they use a lighted blue signal with traditional manually operated switches in the departure yard area.
        -  The next series of slides shows how the train director and yard foreman collaborate to provide remotely controlled protection in the receiving yard, and in certain bowl yard tracks.  

The picture on the left shows a manually operated switch.  It would be lined against movement and locked, using traditional methods.  

The control box with the “2” painted on it is where the electrical switch for the lighted blue signal is located.  What steps must the mechanical department employee follow to provide protection?

The next series of slides depicts the very unusual collaborative arrangement used at CSX Queensgate Yard to provide remotely controlled switch protection.  

Although unusual and not specifically covered by §218.30, the technology and process used by CSX satisfies the intent of the regulations.  

This slide depicts one of the screens used by the CSX train director.  The blue area indicates that the yard foreman has established blue signal protection for that track.  The system is interlocked, so that once this locking occurs, the train director loses control of the switches.  Protection can’t be provided until all switches associated with the track are lined against movement.  

This photo was taken at the CSX Yard (Car) Foreman’s shanty.  It illustrates that blue signal protection has been provided for certain receiving or bowl yard tracks.  Once this computer command is executed by the foreman, the train director loses control of all switches associated with the protection.  

This slide depicts the correlation between the train director’s screen (left), and the yard (car) foreman’s screen (right).  

The car foreman has no visible access to the train director screen, but the interlocking features ensures that protection can only be provided if all of the applicable switches are lined against movement onto the track by the train director.  In other words, the car foreman’s screen won’t display the blue color until the interlock has been accomplished.  

This photo depicts the physical distance between the train director and the yard-car foreman.  

Once the foreman establishes the remotely controlled protection, he/she creates the record required by §218.30(c).  Why do we permit the foreman to maintain the record, when the train director controls the switches?  

We’ve illustrated and discussed various protection schemes used by the NS and CSX, but some issues worthy of further discussion.
        - What kind of display is required for remotely controlled switches or derails?
        - Why, during this slide show, did we illustrate some of the types of blue lights used for various methods of protection, while we didn’t in others?
        - Since remotely controlled derails aren’t used specified in §218.30, why do we permit railroads to use them?
        - Is it safe to say that blue signals aren’t required for remotely controlled switches, but they are for derails?  What are the issues here?
        - Let’s use this as a lead in for tracks going through passenger stations.