Here are four more pages, and there will be four more in the next message. I DO NOT understand why the sizes differ.
These two are from the Rules Supplement issued in 1964, and have to do with LEW's descriptions of the dwarf signals.
Gil, Thanks for posting the signals. I see now where NORAC came up with their signals or at least the changes that they made.Trying to balance out the signals with all of the differemt railroads could be a bear. I notice they do not have any limited speed signals and also the medium approach indication and the approach indication are the same. As I pointed out in my article with the NYC you had to be down to medium speed passing the medium approach signal.On the old Con Rail they have a location where you receive an approach limited and down to a medium approach.Since they have done away with the limited approach I don't think this would be a proper indication for this move.The approach limited would only apply if the next signal was going to display limited clear.If they go by todays indication in the fog it is possible to pass a medium speed signal at limited speed. Lew
Lew - As I noted the B&M Rules were from 1965 and were in effect in 1971 when I left the railroad. At that time the railroads were working to standardize the rule books. In 1980 I was transferred to the west coast and had to learn signal aspects all over as the western roads used route signaling. If you would like I can post some of those. It may be possible that there are Special Instructions to cover the situation you noted as I have found most of the western roads have some variations in their signal aspects which differ from the GCOR aspects. [ 16. February 2003, 04:50: Message edited by: signalguy ]
Guys, This is an excellent topic and as a Signal Engineer I find it fascinating. I will try and scan our indications over the next few days. We also use route signalling rather than speed signalling here in Sydney Australia. Believe it or not Gil actually visited our rail network in the 90's and gave advice to our Government. Unbeknown to both of us we actually met during his visit where Gil visited the interlocking I was working at and I showed him how we tested our point (switch) equipment. It was only through Trainboard that we got to realise that we had met. hopefully I will post some diagrams in the next couple of days.
Gil, That would be good on directional signals.I think NS also has DSignals The approach limited signal I was describing is just a foul up.With CSX this would take an act of congress to get this changed.Everything must go through Jacksonville. You are correct on being covered some place.With the ConRail TT I would go through and mark everything that could affect me and that way it would catch my eye.The TT covered so many Div.and then if they changed a page make sure it was marked. Yes let us see how they do it on the big island. LEW
LEW, Gil and Colonel, can any of you explain the weird signals used by that RR south of NY, the P......... I can't say it, or the C&O or B&O, that had whole lines of three lights in various directions? How did they differ from speed signalling, or did they? Whole different concept?
Fitz The Pennsy (Red Side) signals were almost the same as the NYC (Green Side) but were position light signals. These were the same as semaphores with the exception of the restricting which was a 45 degree to the left. They were l = green or clear /=yellow or approach -- = red or stop \ = restricting The B&O used marker lights and their position above or below the aspect and to the left or right modified the aspect. B&O also used color position lights where the position was also different colors based on the old semaphore signal arms. As an example the / or yellow used two yellow lenses.
When we first merged the younger men asked about the PRR signals.Like Gil said I would hold my elbow in my hand vertical that was go at the 45 slow horizontal stop and 45 left be carful.If you do that you will stay out of trouble. On the Mich.Div. or Marion branch when they put in TCS they used PRR signas but without the pilot light for stop and proceed.They used number boards and put it in the TT under not in conformity. We called a B&O approach maedium with color position a left handed green.The pilot light was to the upper left . LEW
Here is a quick explanation of our signalling for most country areas Indication Colour Meaning STOP Red Stop CAUTION Yellow Next signal at stop CLEAR Green Proceed CAUTION TURNOUT Yellow Proceed through turnout to the left. Next signal may be at stop SHUNT-(Bracketed to left on main signal post) Yellow Proceed through turnout to the left, being prepared to stop short of any obstruction. SHUNT Yellow Proceed but be prepared to stop short of any obstruction. WRONG ROAD SHUNT Yellow Proceed in the wrong running direction, being prepared to stop short of any obstruction GUARDS INDICATOR White Signal at the end of the platform is cleared For double aspect signalling check this site for information Double Aspect signalling [ 17. February 2003, 05:50: Message edited by: Colonel ]
Here are the signal aspects for the General Code of Operating Rules. These are used by UP and BNSF among many others.
Colonel, Are there speeds for caution and medium,looking out for track to be obstructed etc..Is this all listed in the TT LEW
Their is no designated speed for caution or medium rather caution means the section to the next signal plus braking distance is clear but the driver (Engineer) must approach with his train under control and be prepared to stop at the next signal. At Medium the driver is required to have his train under control and prepared to reduce speed at the next (Caution) signal
If I can dig up some of the books I got at engine school, I'll get some info out to you guys. Been spending a lot of time snowed in at my away from home terminals these days so my projects are moving kinda slow. Now where did I stash all that stuff.....?
