User:YamaOfParadise/Tagging in North America

The purpose of this page is to provide more specific tagging information for the United States, in addition to tabulating data that can be incorporated into OSM or used as a resource. It is broken down into two main sections. The section "National Overview and General Tagging" gives an introduction and overview to the U.S. portions of the North American railroad network, U.S. railroad standards, and how to tag them. The section "Individual Railroad Overview and Specific Tagging" gives specific railroad-by-railroad information; this includes a short overview of individual railroads, (OSM-relevant) operating/signal rules, and other tagging dependent on specific railroads. In addition, anomalies from railroad standards will be covered throughout this page.

National Overview and General Tagging

Historical Mapping and Tagging

The railroad had a significant impact on how and where cities and towns were settled and developed in North America, in addition to having a significant cultural impact. U.S. railroad mileage peaked at 254,000 miles in 1914; as of 2008, there are approximately 140,000 miles still extant, leaving approximately 114,000 miles of former railroad routes just in the U.S. The majority of these routes still leave lasting remnants on the ground, and leave long-standing geographic marks that can be seen by aerial/satellite imagery. There are also a large number of historical societies and organizations that are dedicated to the history of specific railroads, and many other local organizations that seek to preserve their locality's railroad history. As a result of all of this, there is a lot of historical mapping that can be done with railroads that still adheres to the OSM principal of mapping what exists.

Individual Railroad Overview and Specific Tagging

Conventional Rail

Historic Railroad Systems

network:historic=*

Operating Rulebooks

NORAC

The Northeast Operating Rules Advisory Committee is both a rulebook and the organization that defines said rulebook. NORAC was formed in 1985 to create a common rulebook for the Northeast; operations became more complicated after the creation of Amtrak and Conrail, and after state and municipal agencies took over commuter rail operation and ownership. As such, NORAC has more ways to represent the same signal rule than any other set of operating rules in the United States. NORAC is a speed signalling system, and has the most speed signalling than any other rulebook. Those using NORAC have to use the rulebook in its entirety, with no additional rules.

workrules=US:NORAC

Members and Membership Status

Railroad Name	Abbreviation	Reporting Mark(s)	Membership Status	Passenger	Freight	Applicable Lines	Notes
Adirondack Scenic Railroad	fixme	fixme	Associate Member	Heritage/Tourist	fixme	fixme
Amtrak	AMTK		Full Member	Passenger	No	Shore Line (New Haven to Boston) New York Terminal District Springfield Line (New Haven to Springfield) Philadelphia to Harrisburg Main Line (Keystone Corridor) New York Terminal District
Belfast and Moosehead Lake Railway	B&ML	BML	Associate Member	Heritage/Tourist	Rights to	Belfast and Moosehead Railroad
Cape Cod Central Railroad
Cape May Seashore Lines
Claremont Concord Railroad
Columbia & Reading Railway
Finger Lakes Railway	FLGK		Associate Member	Heritage/Tourist	Common Carrier	fixme
Grafton & Upton Railroad Company
Housatonic Railroad	fixme	HRRC
Maine Eastern Railroad	MERR		Associate Member	Heritage/Tourist	Common Carrier	Rockland Branch Lower Road
Massachusetts Bay Transit Authority	MBTA	MBTX	Full Member	Commuter	No	fixme
Metro-North Railroad	fixme	fixme	Former Member
Naugatuck Railroad	fixme	NAUG	Associate Member	Heritage/Tourist	fixme	fixme
New Jersey Transit	NJT	NJTR
New York, Susquehanna, and Western Railway	NYS&W	NYSW	Associate Member	No	Common Carrier	All
Pan Am Railways	PAR	fixme	fixme Member	fixme	Common Carrier	fixme
Providence and Worcester Railroad	P&W	PW	Full Member	Excursion	Common Carrier	fixme
Southern Railroad of New Jersey
Seminole Gulf Railway
SMS Rail Service
Southeastern Pennsylvania Transportation Authority	SEPTA	SEPA
Valley Railroad	VRR	VALE	Associate Member	Heritage/Tourist	Rights to	Valley Line
Wellsboro & Corning Railroad
West Chester Railroad
Winimac Southern Railroad
Winnipesaukee Scenic Railroad

Signal System Types

<todo>

Speeds

Name	Passenger	Freight	Notes
Normal Speed	The Maximum authorized speed.
Limited Speed	Not exceeding 45 MPH.	Not exceeding 40 MPH
Medium Speed	Not exceeding 30 MPH
Slow Speed	Not exceeding 15 MPH
Restricted Speed	Not exceeding a speed that permits the movement to be stopped within 1/2 the range of vision short of any obstructions or signals requiring a stop.

Signalling Rules

Keyvalues are defined US-NORAC:<rule>, where the value of <rule> is defined in the table below.

Rule	Name	Description	Notes	Signal Aspects	Pedestal/Dwarf Signal Aspects	Semaphore Aspects
280a	Clear to Next Interlocking	Trains without operative cab signals must proceed on fixed signal indication, not exceeding 79 MPH, approaching next home signal prepared to stop.
280b	Approach Normal	Trains without operative cab signals must proceed on fixed signal indication not exceeding 79 MPH.
281	Clear	Proceed not exceeding Normal Speed.
281a	Cab Speed	Proceed in accordance with cab signal indication. Reduce speed to not exceeding 60 MPH if Cab Speed cab signal is displayed without a signal speed, or if cab signals are not operative.
281b	Approach Limited	Proceed approaching the next signal at Limited Speed.	Yellow triangle marker is a fixed signal.
281c	Limited Clear	Proceed at Limited Speed until entire train clears all interlocking or spring switches, then proceed at Normal Speed.	Yellow triangle marker is a fixed signal.
282	Approach Medium	Proceed approaching the next signal at Medium Speed.
282a	Advance Approach	Proceed prepared to stop at the second signal. Trains exceeding Limited Speed must begin reduction to Limited Speed as soon as engine passes the Advance Approach signal.
283	Medium Clear	Proceed at Medium Speed until entire train clears all interlocking or spring switches, then proceed at Normal Speed. In CSS territory with fixed automatic block signals, trains not equipped with operative cab signals must approach the next signal at Medium Speed.
283a	Medium Approach Medium	Proceed at Medium Speed until entire train clears all interlocking or spring switches, then approach the next signal at Medium Speed. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the Medium Approach Medium signal is clearly visible.
284	Approach Slow	Proceed approaching the next signal at Slow Speed. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as engine passes the Approach Slow signal.
285	Approach	Proceed prepared to stop at the next signal. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the engine passes the Approach signal.
286	Medium Approach	Proceed prepared to stop at the next signal. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the Medium Approach Signal is clearly visible.
287	Slow Clear	Proceed at Slow Speed until entire train clears all interlocking or spring switches, then proceed at Normal Speed. In CSS territory with fixed signals, trains not equipped with operative cab signals must approach the next signal at Medium Speed once they have left interlocking limits.
288	Slow Approach	Proceed prepared to stop at the next signal. Slow Speed applies until entire train clears all interlocking or spring switches, then Medium Speed applies.
290	Restricting	Proceed at Restricted Speed until the entire train has cleared all interlocking and spring switches (if signal is an interlocking or CP Signal) and the leading wheels have passed a more favorable fixed signal or entered non-signalled DCS territory. In CSS territory, trains with operative cab signals must not increase speed until the train has run one train length or 500 feet (whichever distance is greater), past a location where a more favorable cab signal was received.	fixme
291	Stop and Proceed	Stop, then proceed at Restricted Speed until the entire train has cleared all interlocking and spring switches (if signal is an interlocking or CP signal) and the leading wheels have passed a more favorable fixed signal, or entered non-signalled DCS territory. In CSS territory, trains with operative cab signals must not increase their speed until they have run one train length or 500 feet (whichever distance is greater) past a location where a more favorable cab signal was received. Where a letter G (grade marker) or a letter R (restricting marker) is displayed in addition to a number plate as part of these aspects, freight trains may observe the signal as though Restricting, Rule 290, were displayed.
292	Stop Signal	Stop.
293	Switch Closed Signal	Proceed.
293a	Switch Open Signal	Proceed prepared to stop short of open switches.
293b	Approach Clear	Proceed.	Does not convey block or track information.
293c	Approach Restricting	Proceed prepared to stop at the next signal. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the engine passes the Approach Restricting signal.	Does not convey block or track information.
294	Clear Slide Detector Signal	Proceed; slide detector not actuated.
294a	Slide Detector	Approach actuated slide detector prepared to stop short of obstruction.
296	Approach Permanent Speed Limit Sign	Proceed prepared to operate at posted speed through permanent speed restriction.	In electrified territory, this sign will be mounted in the catenary system; in non-electrified territory, this sign will be mounted on an overhead bridge of pole approximately 12 feet above the top of the rail.
296a	Approach Speed Limit Sign	Approach the Speed Limit Sign at a speed not exceeding the speed posted on the Approach Speed Limit Sign. Where a sign with two sets of numerals is posted, the higher speed applies to passenger trains, and the lower speed applies to freight trains.
296b	Speed Limit Sign	Proceed at speed posted on the Approach Speed Limit Sign until the entire train has cleared the Resume Speed Sign.
296c	Resume Speed Sign	Resume speed after the entire train has passed the Resume Speed Sign.
296d	Diverging Approach Speed Limit Sign	If routed to affected track, approach the Speed Limit Sign not exceeding the speed on the Diverging Approach Speed Limit Sign.
297	Approach Sign	Proceed prepared to stop at the Stop Sign. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the engine passes the Approach Sign.
297a	Stop Sign	Stop, unless permission is received as prescribed by Rule 135.	fixme
297b	Working Limits Speed Limit Sign	Proceed not exceeding 30 MPH until passing a Working Limits Resume Speed Sign, unless otherwise instructed by the employee in charge.	fixme
297c	Working Limits Resume Speed Sign	Resume speed after the entire train has passed the Working Limits Resume Speed Sign.
297d	Diverging Approach Sign	If routed to affected track, proceed prepared to stop at the Stop Sign. Trains exceeding must begin reduction to Medium Speed as soon as the engine passes the Diverging Approach Sign.
298	Distant Signal Marker	Visual reminder to push-pull trains that Rule 504(b) applies in the block governed by this signal.	Located on or near the mast of distant signals in territory where push-pull trains operate, cab signals are not in service, and the maximum speed of trains exceeds 30 MPH.
298a	Delayed in Block Sign	Visual reminder to push-pull trains that Rule 504(b) applies to station stops made at this station.	Located at or near the end of passenger stations in blocks between distant signals and home signals in territory where push-pull trains operate, cab signals are not in service, and the maximum speed of trains exceeds 30 MPH.