Dr Zarkoff Wrote:
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> For what it's worth, it took a while, but I finally found it: the wayside signals at the terminal were outside the doorways, not on the door jambs as shown in the trainsim, and there were numerous pots protecting the various crossovers all the way to the sorting switch. These were there to show the motormen were to stop their trains in the terminal's interlocking plant when necessary. Train speeds -enforced by the cab signal system- were: 25 for the curve coming off Rincon Hill (WB), and this dropped to 17 right before the first RH curve in the elevated structure. It was then 17 all the way through the terminal itself until the straight section just beyond the LH curve exiting the building EB, at which point it rose to 25. After the Rincon Hill curve, it rose to 35 across the bridge itself. Source: 1939 Railway Engineering magazine.

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Thank you, Dr Zarkoff, for this info.

One or more of these may be a copy of the article you found: [www.ekeving.se], [www.ekeving.se], [www.ekeving.se]

I found the first link, posted by KRK, over on TO: [www.trainorders.com], and he provided more at [www.trainorders.com]

My search was [bay bridge railway signalling]: [www.google.com]