#Prr semaphor train signal rules plus#

Signal 903-2 is also a Style H searchlight just like 908-2. This vane is placed in front of a bulb and the resultant color is projected out to the approaching train. This type obtains the three signal colors by means of a moveable electromagnetic vane to which colored lenses are attached. These types replaced the older semaphore signals during the Erie’s single tracking project in the late 1950’s. Signal number 908-2 came from the Bass Lake, Indiana area along the Erie main and is known as a US&S Style H searchlight signal. This was the first signal to be restored by the HVRM Signal Committee. These signals were installed along the Erie somewhere between 19. It stood sentry to Erie trains approximately 4 miles west of the museum. Signal number 921-1 is also a US&S Style S Semaphore and also came from the Erie. The number 1 means it governed trains on the westbound track. Jersey City was the eastern terminus for the Erie. This particular signal came a location 948 miles west of Jersey City, New Jersey, or 2 miles east of Crown Point, Indiana as evidence by the number plate. It was built by the US&S and is known as a Style S Semaphore. Signal number 948-1 is referred to as a TTO, or Telephone Train Order signal. What’s more, the museum has the control lever from the tower that was used to actuate the signal. The number assigned to it was 98, and this can be seen on the track diagram in the yellow display car. It governed westbound movements across the Erie/NYC diamonds at the interlocking. This signal is an R2 made by US&S and came from North Judson, Indiana. They elected to use yellow because the lights would show up better in low visibility conditions such as fog. A design feature of this signal is the use of yellow lenses for the display of all aspects. They were unique to the Pennsylvania Railroad. The Union Switch & Signal Company of Swissvale, Pennsylvania just outside of Pittsburgh, made these signals. This particular one came from the interlocking with the Kankakee Belt and the Monon at San Pierre, Indiana. New York Central used mostly General Railway Signals (GRS) type G tricolor light signals.

#Prr semaphor train signal rules plus#

It protected westbound main to main and main to pass moves, plus movement over the PRR (South Bend Branch) crossing. The single mast signal came from the east end of Hibbard. It protected eastbound main to main and pass to main moves, plus movement over the Monon crossing. This bracket mast signal came from the east end of South Wanatah. Nickel Plate Road used Union Switch & Signal (US&S) Style R2 tricolor light signals. Each of the wayside signals at the museum has a unique history and we are glad you have taken an interest in the hard work of the HVRM Signal Department.

Once Grasselli Tower is moved to the museum, some of these signals will be controlled by an operator in the interlocking tower. These signals served their respective railroads for many years prior to their service at the HVRM. The Hoosier Valley Railroad Museum has several operational signals displayed on the museum grounds. Wayside Signals at the Hoosier Valley Railroad Museum - Help Rebuild Grasselli Tower in North Judson and 23: Withdrawn Document Uncontrolled Whe.and 21: o Withdrawn Document Uncontrolled W.and 9: 5 Signalsand Indicators Withdrawn D.and 7: Withdrawn Document Uncontrolled Whe.and 5: Lineside Signals and indicators 1 P.Published by Safety & ~tanclards Directorate Railtrack PLC Floor 2, Fitzroy House 355 Euston bad London NW I 3AG Copyright 1996 Railtrack PLC It shall not be reproduced in whole or in part without the written permission of the Controller, Safety Standards. This document is the property of Railtrack PLC. John Mitchell Controller, Safety Standards Railway Group Standard GWRTO~~ 1 Issue One Date January 1996 Lineside Signals and Indicators Synopsis This standard defines the lineside visual equipment to be used for the signalling of trains. Michael Harwood Chairman, Operational Standards Subject Committee Authorised by Withdrawn Document Uncontrolled When Printed. Robin Nelson Chairman, Train Control and Communications Subject Committee Approved by. Philip Wiltshire Nominated Responsible Manager Approved by. Signatures removed from electronic version Submitted by.