Update from Chugman (Start of total layout signal system (1/1/24 - Proviso engine facility - New Pictures)

Hi Al,

The updated layout pictures are very enjoyable and your signal system story is a great read.

Thanks for sharing.

Paul

Thanks Paul, I hope you enjoy the rest of the journey with us.

Art

The problem with how best to attach the signal heads to the bridge structure stopped our progress for awhile.  I looked at as many pictures of real bridges as I could to give me ideas and inspiration.  I was looking only at searchlight style bridges and favored railroads that operated in or near Chicago.  Here is a picture that I took in Rochelle, IL that shows the type bridges that I was looking for.

We decided that the signal heads would be mounted on vertical poles made of brass pipe with an OD of 5/32".  It occurred to me that maybe we should make wood walkways for the top of the bridge with loops on the side to hold the poles?  If we added another piece on the bottom of the bridge deck it would have loops to hold the poles and keep them perpendicular.  Alan said he could cut them on his laser cutter and make them precise and all alike.  My son Jim said he could do that on his also.  Before you knew it, Alan had a set for us to try.

Jim made templates for all the bridges we needed to make.  Here is one of the templates with a set of walkways that Alan had cut on his laser cutter.  You may also notice that he has pre-drilled the holes to accept railings and maintenance platforms when we add the final details.  I inspect the template and cut off any un-needed loops that hold the poles.  This template only has heads on one side, so I cut off the loops that were on the other side.

We laid one walkway with a triple head signal pole on top of one of the bridges I still had on my layout from a previous project.  We just wanted to see if we liked it.  It passed the test and we had another major decision made on our quest for signal bridges.

Art

Art, this is a great read in what’s involved in setting up a working signal system.

The second pick you posted with the UP engine. I’m sure it’s more of an illusion or the angle of the picture. The curvature of the rails looks like 072 in real life. Just curious what the speed restriction is if it’s posted.

Dave - Thanks, this project is a lot of work, but it's fun.

The picture you asked about I had to remove because it was one I didn't take myself.  I was in a hurry and screwed up by using that picture that I had in a folder that wasn't mine.  It was taken right at the double diamonds in Rochelle,  IL by the railroad park.  I don't know the speed limit, but it has to be slow there.

I've taken a lot of pictures there in the past I need to find them for future use.

Art

@AlanRail posted:

The fully wired signal head showing the micro-Fresnel lens.

Like this.

Only Jim could wire this so neatly.

Wow!

The adding of walkways on top of the Lionel 450 signal bridges satisfied me that it looked realistic enough.  And after I dry brushed the individual planks on top it looked even better I thought.  So Alan laser cut all the walkways that our plans called for.  He cut different lengths for the three different sizes, double-track, triple-track, and extra length for bridges located on curves.  All have loops on both sides and I cut off the loops that weren't needed based on the diagrams for each bridge.

After cutting the unwanted loops off, I sprayed all the walkways with Rustoleum Camo Black.  I then cable-tied them to the bridge structure with the name of the bridge and delivered them to Jim to attach them and add the signal heads.

The first bridge that Jim completed and brought back to the layout was for West end of the Chicago Union Station interlocking block.  This first picture shows what it looked like before we did the final paint job on the brass poles and posed it in front of my REA building which is just down the track from it's final location.  We still have to paint the brass poles and do a final check on the LED's before it's installed on the layout.  But it's coming together and I like the way it's looking.

Here's another picture of it temporarily placed in it's final location.  The tape on the tracks are so we can easily see where we cut the gaps in the tracks for the end of one block and the beginning of the next.  This will assure that the signal lights change exactly when a train passes this bridge.  You can also see the edge of the first signal board cluster sitting on the tracks.

Now we were ready to start producing the signal bridges using this prototype. 

Art

Looking good, but, aren't your signal maintainers going to revolt over the lack of handrails along the walkway?  One gust of wind and they're on the tracks!

I'd worry more about whether or not the engineer heading toward that signal under the road above has x-ray vision.  Otherwise, he/she will be well past the signal before the signal head is ever seen.  Maybe put that signal head on the bridge support, down underneath the height of the overhead roadway?

Chuck

@Bob posted:

Looking good, but, aren't your signal maintainers going to revolt over the lack of handrails along the walkway?  One gust of wind and they're on the tracks!

Bob, you are right and since Chicago is known as the "Windy City" we will get that done.   We have had a little internal debate about the railings.  The first ones were made with rounded corners and I didn't think that looked realistic enough.  So, we are going to make the permanent ones with square corners instead. 

Art

@PRR1950 posted:

I'd worry more about whether or not the engineer heading toward that signal under the road above has x-ray vision.  Otherwise, he/she will be well past the signal before the signal head is ever seen.  Maybe put that signal head on the bridge support, down underneath the height of the overhead roadway?

Chuck

Chuck - You are very observant.  This is another area where we have had a lively debate about.  The original plan was to have a half-staff mast signal there so the engineer could see it, but the problem is that the "real engineer" holding the remote control then couldn't see it.  We also talked about having both with one of them being a repeater signal that would show the same aspect.  The jury is still out on the final resolution of this issue.

Art

Sounds good on the railings.  For the obstructed overhead signal, my vote would be for a pedestal-mounted dwarf on the platform, right in front of the signal bridge.  Here's an example:

https://live.staticflickr.com/...480_205b85b291_c.jpg

Sorry for the Pennsy-style signal, but, you know... 

@Bob posted:

Sounds good on the railings.  For the obstructed overhead signal, my vote would be for a pedestal-mounted dwarf on the platform, right in front of the signal bridge.  Here's an example:

https://live.staticflickr.com/...480_205b85b291_c.jpg

Sorry for the Pennsy-style signal, but, you know... 

Bob that is very likely what we will do eventually.  In fact it was suggested by our real railroad expert, David, so I guess that's an example of "great minds think alike". 

Art

Here are a couple pictures of the second assembled bridge mock-up.  This is a two-track bridge, but it is not sitting in it's proper location nor does it have the right heads in the correct location on the bridge.  It does have the new improved railings without the rounded corners.  This is primarily another test of the concept to make sure we are on the right track.

Art

I am looking for your explanations of the signaling plan for various track configurations and interlocking in this thread.

@AlanRail,

While I am by no means an expert, I, like you, have an interest in the process.  I have found two sources of information to be very useful.  First is Railway-signaling.groups.io (I suspect this is not the proper nomenclature, but you get the idea) which primarily discusses prototype signaling.  Second is a now defunct website (you might be able to locate it using the Wayback Machine website) created by Terry Christopher who owned Custom Signals.  He sold (and installed, I think) signals for model railroads, mostly HO gauge, but as part of his sales service, he provided both installation location and wiring directions for many varied track configurations.

I have attached a couple of examples of what used to be on his website so you can get an idea of what I'm talking about.  Unfortunately, if you locate his list of available configuration discussions, you will find a couple that never got completed before he retired.  Oh well!

One last comment I would make is that how you implement signaling on your railroad depends on several factors including how faithful to any particular prototype you wish to remain, the size and complexity of your track plan, your electrical expertise (that's where I really appreciated Terry's knowledge), and, of course, how much you are willing to invest in time and money.

Chuck

Chuck - Thanks for adding to the discussion.  This is a subject that I think can be very intimidating to all of us at first.  I am going to try as per Alan's request to make it as simple as I can, but do not claim to be an expert.  As you mentioned, there are several books on the subject, but the one that helped me the most was "Guide to Signals and Interlockings" by Dave Abeles.  The other huge help to me was learning from a real railroad expert who could directly answer my questions and explain things to me so I could more easily understand them.  And lastly, talking to my son, Jim who has a stronger understanding of this subject than I do.  His background in electronics and logic circuits is a huge help in making this work the way it's supposed to.  I will soon post my attempt at simplifying everything and how we went about it so far.

Art   

I still get a little confused about the exact name of the system we are implementing, but it is basically designed to use the Atlas signal boards to do two things.

• Show if there are any trains on the track ahead of you.
• Which way the switches are thrown ahead of you.

To achieve the first objective, you divide your layout into blocks.  Then you cut gaps in the signal rail at the beginning and end of the blocks.  On my railroad, the signal rail is the outside common rail closest from the edge of the layout.   Then you solder a wire somewhere in that block as a detector wire that will connect to your Atlas signal boards.  This will tell the signal boards and the signals where trains are located.  If you are running trains bi-directionally, it will double the number of signals and signal boards as you will need a complete set for each direction of travel.  The number of blocks and detector wires will not change.

All switches on the mainline will need signals to tell the engineers what route they will take.  When you are approaching a switch, the signals will tell you which way the switch is thrown for and if there is a train on the selected route.  To accomplish this, you will have to add Atlas Interlocking signal boards.  It will require that you run wires from the switch to the interlocking boards.  The logic built into these boards will properly tell the signals which colors to display based on the conditions.

I will address how to read what the signals are telling us and how we are going to communicate that to our friends during operating sessions soon in another reply.  Also, how we chose what signals are needed in each location and why.  It is pretty easy once you understand the basic needs and logic.

Art

What the different colors of the signals mean is pretty straight forward.  I think most of us understand the basics:

Red signal means stop - There is a train in the block ahead or the switch is set for diverging to another track.

Yellow signal means the next block is clear - Be prepared to stop at the next signal.  The railroads call this signal an approach.

Green signal means clear - The next two blocks are clear.

If you have a double-headed signal

• If the top signal is green, the track straight ahead is clear.  The next head below is for the next switch.  So, if you have a green over red, it means the track ahead is clear and you won't take the diverging route at the next switch.
• If the top signal is red and the one below is green, it means the switch is set for the diverging route and it is clear.

If you have a triple-headed signal

• It means the same as above, except there are two switches ahead instead of just one.  Which ever signal is green will mean that is the route you will take and it is clear.  As before a green signal means it's clear for two blocks ahead, but a yellow signal means it's clear for only one block ahead.  The first switch you come to is the second one below the top one.

There are many different modifications of the yellow or approach signal, such as flashing yellow.  Different railroads have different ways to give additional instructions such as with flashing yellow, flashing green, or flashing red.  They are for speed restrictions or to catch your attention.  But  we are only going to use flashing yellow at the entrances to my yards as a caution and because they look cool. 

Art

Here is a blow by blow description of how it was decided where to locate signals, how many heads were needed, and what type signals. 

First, David Hadley and I went around the entire layout and he made a diagram of the track plan and where signal heads were needed.  This was before everything had been officially named and some of the names changed later.  This first step was to locate where we needed signals.  The first page shows a 2-track mainline that first has a crossover and then a right-hand switch on the track on the left side.  (This is looking at the plan from the top down.)   The other mainline track on the right passes the crossover and has a left-hand switch which enters a 4 track passenger yard. (Chicago Union Station)

On the left mainline track it calls for 3 heads, one for the mainline, the next for the crossover, and the last for right-hand switch.  The colors on these three heads will tell which way the crossover and the right-hand switch are thrown.  It will also tell if there are any trains on the selected route.

On the right mainline track it calls for a 2 heads, one for the mainline and the next one for the left-hand switch that enters the yard.    All of these signals will be mounted on a 2-track signal bridge.

Further down is the location of a 3-track signal bridge just past the entrance switch to the yard.  On this bridge, the first track has one signal as there are no switches that it can take going forward.  It will be red, yellow, or green depending on occupancy of trains ahead of it.  The next track is exactly the same with the need for only one head.  The third track has 2 heads because it has a switch leading into the crossover so it will show if the switch is set for straight or diverging and indicate the occupancy of the selected route. 

The yard will have all dwarf signals with the one at the beginning of the yard a 2 head signal which will show the mainline and the switch leading into the crossover.  There will be four dwarfs in the yard, one on each track to indicate if track power is or not for the yardmaster.

The last 3 track bridge is bi-directional and just shows occupancy with singe heads over all tracks on each side.  (It originally was noted to have a cantilever bridge over two tracks and a half-staff signal due to special vision problems with this location, but was latter changed to a 3-track signal bridge.)

This process was repeated foe every section of the layout.  When that was completed, My son, Jim entered all the data into a spreadsheet.  We then had to decide where all the blocks would be, had to number all the mainlines, number all the blocks, number all the signal heads and designate which direction they were facing, east or west.  That took a fair amount of time, but when it was done we could take an inventory of how many heads we needed, how many of each type and size of signal bridges and all the other types of signals.

We knew we had to make all the signal bridges so Jim made a design template for each bridge that we could use during the construction process so the left hand would know what the right hand was doing so to speak.  here is an example of the template for the first bridge described on these sheets.  It shows all the signal heads are on one side.  It has a 2-head and a 3-head facing in the same direction.  So Alan 3D printed the heads, Jim wired and assembled the heads, cut the brass poles,  I painted the Lionel 450 signal bridge, Alan laser cut the walkways, I removed the unneeded loops, painted the walkways, Jim assembled the heads and walkways to the bridge, I then masked and finish painted the bridges and individually painted the planks, and they were to have a final LED light check before installation.

Here is a picture of this bridge installed on the layout, but not lit yet.  The railings, maintenance platforms, and pole end caps have not been added yet either.

A methodical process then began to build all 11 bridges with a solid plan.  We knew who had to do what and in what order to bring it all together.  Of the team, two were still working at regular jobs and I was the only one retired.  As we kept saying about snags in our schedule "life gets in the way" and I had to remind myself that this is a hobby and we are doing it for fun.  Alan's office is an hour from me and Jim's home is 22 minutes from me, not too bad in a major metro area.  David is also retired and a half hour away.  Plus we meet regularly for "train luncheons" so that is another way to exchange materials and give each other updates.

Art

In talking to Jim last night, he told me of a few typos he discovered, a couple facts that I had backwards, and a misunderstanding that I shared.  I mistakenly gave the impression that you had to use Atlas Non-derail Boards or Tortoise switch machines with the new Atlas Interlocking Boards.  You do not, you can run wires from any switch machine or switch to them.  I have all Atlas track and switches and we started using the Atlas Non-derail Boards for "power routing" to eliminate dead spots when running some engines slowly over certain switches or combinations of switches.  It is not necessary for signaling purposes. 

Art

We have 6 more bridges to build and install on the layout.  Jim has gotten four of them ready for me to do the final paint job on and they will be ready to install.  He has two left to build, but is waiting for more shrink wrap as he ran out.  Getting the wires from the heads down through the structure has taken a lot more than he anticipated.   We have also been mounting Atlas searchlight single target mast signals and a few Custom signals searchlight double target mast signals.

Jim and Doug have a number of signal board clusters built and mounted under the layout.  We will soon be able to light up some of the signals, which I am very eager to see happen. 

I plan to show pictures of some of the signal bridges when we get the lights turned on soon.  And I will start sharing the process of designing and building the signal board clusters also.   Jim and Doug both have very busy schedules and can only work on the project on certain evenings and some weekends.  Patience has never been one of my strong points, but things are coming along well.

Art

We are starting to get the signal bridges installed on the layout and the first one is lit.  This is very exciting to me as it is a proof of concept moment for me.  I am showing a picture of the same bridge that I used in a previous post so you get a better idea of the process.  This is the CUS Interlocking bridge #1 which will protect west bound traffic moving through a crossover and the entrance to Chicago Union Station as well as the yard lead to my Proviso yard.  I have added the railings and the caps on top of the poles, but not the maintenance platforms.

The lights are all showing clear (green), but this is because the detector wires haven't been connected yet.  Nor have the wiring from the switches been connected.

I still have scenery touchups and a little weathering on the signal bridge bases, but this is getting close to the finished product.  I really appreciate all the work that David, Alan, Jim, and Doug have done to get us to this point.

Art

We have a some what unusual situation that I would like to know your opinion on.  In the previous post, the right hand mainline has three heads on the signal bridge.   The top signal head is for the straight route, the next lowest head is for the first switch (crossover), and the lowest head is for the next switch after the crossover.  In this case the last switch determines if you are going straight or diverting, but the diverting is the actual continuation of the mainline.  The straight track doubles as the yard lead into my Proviso freight yard and a long (30 foot) passing siding.

Our debate is whether the signal should be green for the straight yard lead or the diverting mainline?  Normally green is for the mainline, but will it too confusing in this case?  What do you think?

Art

Art, the signal bridges look sharp!  It will really be cool when everything is up and working!  It’s a good thing you have Jim!!

Art

Your signaling system is so far ahead of most of us that use isolated rails to trigger a SINGLE signal that I have no idea how to answer your last question.

Thanks for your replies.

I'm not sure how clear my question was in hindsight.  The basic issue is that my understanding of real railroad signals is that when you approach a switch on the mainline, the signal will indicate if the switch is thrown for the straight route or the diverting one.  Normally the mainline is the straight route and the diverting is a siding.  But in this case, they are reversed.  The switch is an Atlas #7, so it's not a sharp curve, but it is a diverting route on the mainline and a straight route on the passing siding.  We had made a decision to reverse the signal colors also, but I'm now thinking that will confuse guest engineers?

Is there any precedence for this on real railroads?

Art

Art, do you have a primary railroad that you model?  If so, find out what they did.  I can tell you that on the Pennsy, signals indicated speed, not route.  There were some signals that never displayed a "pure" green.  In the example you gave, the diverting route through the 2nd switch (the mainline) would rate a "Medium Clear" signal display.  The track is clear ahead, but the diverting route through the switch demands a reduction to medium speed.  The straight route (into the yard lead) would rate either an "Approach" if the next signal is red, or a "Restricted" if the yard lead could possibly be occupied.  Restricted means proceed at restricted speed (usually 10-15 mph) and looking out for equipment on the track ahead.

An oversimplified generality is that railroads east of the Mississippi River used speed signals, while those west of the river used route signals.

Understanding signals and their use is a whole 'nother area of the hobby to learn!

Art,

My understanding has always been that "real" railroads were loathe to run a mainline through the diverting (curved) part of a turnout (the switch).  Looking at your scenario, the railroad would have laid a curve just after the crossover switch and then built a left-hand turnout heading into the Proviso yard lead / 30ft siding.  If done that way, your optional green signals, from top to bottom, would have represented:

Top: Continue running on the mainline;

Middle: Take the crossover; or,

Bottom: Take the yard lead / passing siding.

I am guessing that when you set the switches for whichever route is to be used, only the chosen route will be "green" and the others will be "red" before switching back through "yellow" to "green."  I would also guess that you could reach the same result running from top to bottom by simply "inverting" how the second switch affects your signal stack.  E.g., if the first switch is set for through and the second switch is set for diverting, from top to bottom, the signals would be green, red and red.  If the first switch is set for diverting, signals would be red, green and green or red (with last not being dependent on which way the switch is set).    Finally, if the train is to enter the yard / passing siding, then the signals would be red, red and green.  I hope this is clearer than mud.

Chuck

@Bob posted:

Art, do you have a primary railroad that you model?  If so, find out what they did.  I can tell you that on the Pennsy, signals indicated speed, not route.  There were some signals that never displayed a "pure" green.  In the example you gave, the diverting route through the 2nd switch (the mainline) would rate a "Medium Clear" signal display.  The track is clear ahead, but the diverting route through the switch demands a reduction to medium speed.  The straight route (into the yard lead) would rate either an "Approach" if the next signal is red, or a "Restricted" if the yard lead could possibly be occupied.  Restricted means proceed at restricted speed (usually 10-15 mph) and looking out for equipment on the track ahead.

An oversimplified generality is that railroads east of the Mississippi River used speed signals, while those west of the river used route signals.

Understanding signals and their use is a whole 'nother area of the hobby to learn!

Bob - Thanks for responding, I found your post very interesting.  My upper level single-track branch line is the Milwaukee Road and the lower level double-track is the BNSF with Union Pacific having trackage rights on the same territory.  The BNSF and UP absorbed many railroads and also their signal systems.  All of them used searchlights at one time or another.  I think that most of them used route signals instead of speed signals as you mentioned.  I know I want to use the signals for routing and not speed, but there are speed implications on these signals too.  We are using flashing yellow on all the yard entrances to show speed restriction and not occupancy for example.

When we get the system fully implemented and operational, then our education on the rules and meanings of all the signal aspects will kick into high gear.  I can't wait.

Art

@PRR1950 posted:

Art,

My understanding has always been that "real" railroads were loathe to run a mainline through the diverting (curved) part of a turnout (the switch).  Looking at your scenario, the railroad would have laid a curve just after the crossover switch and then built a left-hand turnout heading into the Proviso yard lead / 30ft siding.  If done that way, your optional green signals, from top to bottom, would have represented:

Top: Continue running on the mainline;

Middle: Take the crossover; or,

Bottom: Take the yard lead / passing siding.

I am guessing that when you set the switches for whichever route is to be used, only the chosen route will be "green" and the others will be "red" before switching back through "yellow" to "green."  I would also guess that you could reach the same result running from top to bottom by simply "inverting" how the second switch affects your signal stack.  E.g., if the first switch is set for through and the second switch is set for diverting, from top to bottom, the signals would be green, red and red.  If the first switch is set for diverting, signals would be red, green and green or red (with last not being dependent on which way the switch is set).    Finally, if the train is to enter the yard / passing siding, then the signals would be red, red and green.  I hope this is clearer than mud.

Chuck

Chuck - Thanks for the very informative reply.   Your comment that the real railroads would have used curved track on the mainline and then a left-hand turnout into the yard lead makes a lot of sense.  When we laid this track, signals and control panels weren't on our radar screens.  Since the Atlas #7 turnout was a high-speed turnout (relatively speaking), it seemed like a logical thing to do at the time.  I can't remember, but availability of left 0r right turnouts may have also been a deciding factor since there was a time when they were hard to find when we were building this area.

I'm thinking that I should just use the signals the way that they are normally used so as to not confuse anyone during operating sessions and not worry about which track is designated as the mainline.   One good thing is that it is easy to change this after everything is done if we change our minds.

Thanks for your input.

Art 

@AlanRail posted:

The fully wired signal head showing the micro-Fresnel lens.

Amazing!

Art……this is amazing!

Peter

@Putnam Division posted:

Art……this is amazing!

Peter

Thanks, Peter!

I love following your posts also, especially the step by steps of your packing plant build.  Your attention to detail on such a challenging build is fantastic.

Art

Jim and I installed some more signals last night.  While we did a number of signal bridges both 2-track and 3-track bridges, the most unusual was our cantilever signal bridge.  While researching real cantilever bridges , I found that there are a number of different styles.  We decided to use a very simple one that matched the framework of what we have built for the other bridges.  It uses a portion of a Lionel 450 signal bridge and then we build the signal heads, install walkways, wire it, and paint it.  The following pictures are pretty basic, but that is what many of you have been requesting so far.

After determining exactly where it will be placed, we drilled a hole large enough to push the RJ45 plugs through the surface of the layout.

Then we stuffed the wires through the hole to reach the signal cluster board under the layout

We pulled the wires through the hole and attached them to the correct locations on the signal board cluster.  The cluster has Atlas signal boards and Atlas interlocking boards.  These boards contain all the logic to indicate occupancy and turnout positions for the interlocking section that they control.  We have only plugged in the signals so far, but none of the detector wires for occupancy, the turnout wired for switch position, or the wires linking to the other clusters.  So, the signals are merely lighting up, but not operating yet.

The next picture shows the cantilever mounted to the layout with small screws.  It is very sturdy now.  The second picture shows it lit up after I plugged in the wires from the signal heads to the signal boards.

This cantilever will control mainline #1 eastbound at Spencer Junction.  The top signal head will show if the turnout is set for straight and how far ahead the track is clear.  If the top signal is red, that will mean the turnout is set for the diverting route.  If the second signal is green, it will mean you take the diverting route and it is clear for two blocks ahead.  Yellow would mean one block ahead is clear and red would mean stop.

The next signal shows Spencer Junction looking westbound.  The 2-track bridge shows occupancy westbound on mainlines #1 and #2.  The Atlas single aspect mast signal shows if the turnout is set to enter the mainline #1 and if it is clear to do so.  I have replaced the signal tower and the tower operator has returned to work.

I hope this gives a good glimpse of part of the installation process for these signals.

Art

Art

what you have shown above is a typical track arrangement that most of us have on our layouts.

namely, 2 main lines; one of which has a turnout; where traffic can run East-West and West- East.

the signals placement E-W and W-E.

@AlanRail posted:

Art

what you have shown above is a typical track arrangement that most of us have on our layouts.

namely, 2 main lines; one of which has a turnout; where traffic can run East-West and West- East.

the signals placement E-W and W-E.

That's a good point, Alan.  There is a section where I have 4 crossovers fairly close together for example, but you just treat each turnout separately and join them all together.  If you understand the basic idea of where signals need to be surrounding a turnout, then it's just a matter of replicating it for more complex situations.  The old how do you eat an elephant cliché, "one bite at a time."

Art

We plan to get a lot done today and I will be posting new pictures afterwards.  We want to get the rest of the bridges and mast signals installed on the layout. 

Here are some of the bridges laid out on the layout close to where they will be installed.  This area is what I call the "race track" after the real one between Chicago and Aurora.  It runs along my Eola yard and this area has 4 crossovers which makes it my most complex and interesting area for operations.

Art

The signal project is coming along nicely Art. Since the Atlas boards use RJ-45 plugs, installing them on the signals ahead of time, saves lots of splicing contortions under the layout later. Reduces the inevitable crossed wires too.

Bob

Art, it does look like you have a lot on tap for today!  The project is really moving along nicely!  

Bob, you are right about the RJ45s.  I hadn’t actually paid attention to that detail on the Atlas boards.