SP5103 Wrote:
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> . . .
> Signals are another sore point with me. Ever
> notice how they manage to put them in the
> strangest places? I really like how you find left
> hand signals BETWEEN two tracks, staggered signals
> on a multiple track curve, or a dwarf for a
> mainline hidden between a pile of ties. And why
> can't every signal have some kind of reflectored
> sign on them so they stand out if they are dark? I
> also loke how you can get a high green at the end
> of two main tracks when you are hitting the
> diverging side of the switch. Is it too much to
> ask to get a red over green when there is a
> substantial speed reduction due to a switch as a
> reminder?
> . . .

I'll use the UPRR as an example - at the end of two main tracks (Northbound) on the Fresno Subdivision at Akers, CA, the signals on each track USED to be a single head target signal (when it was still SPRR). No problems as the switch had an appropriate speed reduction posted in the Supt. bulletins/timetable. You got a proceed indication and away you went. Upon UPRR "redesigning" some of the SPRR signal system, they added a top-mounted single head signal to these two signals that only shows a red aspect. Now you get a red over (green, yellow, red, or flashing red) aspect and the indcation is "diverging (clear, approach, or restricting)." When the UPRR MTO was asked what the reasoning was behind this "upgrade," we were told that, indeed, you were "diverging" - "diverging" from two-main track territory to single main track territory. We just renamed them "converging" indications . . . Truly, you can't spell stUPid without UP.

FS