Can anyone explain to me the operations of train-order signals. The following are my assumptions. Please correct me where I’m wrong.
They were usually mounted on a mast adjacent to a manned station.
On top of the masts were two semaphores, facing in opposite directions, one for each train direction.
The purpose of the signal was to indicate whether there were written orders for the train crew to pick up.
The station agent controlled the signal. They were not remotely controlled.
For a three position, lower quadrant signal:
a. the semaphores at the horizontal (green light) meant there were no orders and no stop was required.
b. the semaphore in the fully-dropped position (red light) meant the train was to stop to pick up orders.
c. I am clueless when the middle position (red light) meant, but could it be to pick up orders on-the-move?
They were in general usage at least through the 1950s.
THANKS
Train Order signals were in use into the 1980s although many had switched to color lights replacing the semaphores.
The Stop position indicated that Form 31 orders were to be picked up. These required a signature from the train crew. The Middle position indicated that there were Form 19 Train Orders to be picked up, these usually were picked up on the fly.
and in the GCOR, if not all rule books, the rule was that the train order signal had to placed in position BEFORE the order was read back and made complete.
On the SP (and possibly UP) there were only 2 positions. Clear indicated either no orders or no opr on duty. Red was displayed as soon as the opr went on duty and remained at red until a train aproached when, on instruction from the dspr, it would be cleared if no order were to be delivered to the train. If a form 19 order was to be delivered its being placed in the delivery stand indicated the train needn’t stop for the red TO signal (unless somebody missed catching the order) If the TO signal was red and there were no orders in the hoop, the train was being restricted at that station and had to stop
Another use of the TO signal on the SP was to advance a train. If a train had orders that required it to wait at a given stn for an opposing train and the Dspr was able to put out an order allowing it to proceed beyond that stn, the opr could hang the helping order and then, on the approach of the previously restricted train, shift the TO signal from red to green a number of times to advise the approaching train that an order was hung allowing him to proceed w/o stopping. If memory serves, this also required the dispr to issue an order (copy one) to the opr to “advance train 832 on main track until 1234AM” or whatever.
Another use of the TO signal on the SP was to advance a train. If a train had orders that required it to wait at a given stn for an opposing train and the Dspr was able to put out an order allowing it to proceed beyond that stn, the opr could hang the helping order and then, on the approach of the previously restricted train, shift the TO signal from red to green a number of times to advise the approaching train that an order was hung allowing him to proceed w/o stopping. If memory serves, this also required the dispr to issue an order (copy one) to the opr to “advance train 832 on main track until 1234AM” or whatever.
You have the positions wrong. Also they could be a signal light (sometimes flashing) instead of a semaphore.
Horizontal or a red light meant stop, that the train had to get a clearance (there may or may not be orders with the clearance).
Vertical or a green light meant proceed, there were no orders or a clearance required.
The 45 degree position or yellow light was not always present and meant different things on different roads. Check the rule book for the road you are interested in.
The Uniform Code of Operating Rules that the RI, MP, MKT and a few others used were: Vertical green light, proceed, no orders. Horizontal red light , stop unless a clearance is received.
The 45 degree yellow light was a “calling-on train order signal.” If the dispatcher wished to advance a train previously restricted, he would call the station. The operator would place the TO signal at stop. Copy the running orders to advance the train past that station. Then the dispatcher would issue an order "Move (train) on main track until (time). Then the operator would change the TO signal to the 45/yellow position.
A train would acknowledge the signal with two long whistle signals. The operator would then set the signal back to stop and deliver the orders and clearance.
If the time expired before the train arrived, the signal was reset to stop unless a new order with a new time was issued.
I understand that the lowest position on a semaphore meant “stop”, so if the mechanism broke, gravity would make it drop to the stop position. For lower-quadrant semaphores of which I was talking about, the top position (go) is horizontal and the bottom (stop) position if vertically downward. Upper quadrant semaphores have the top position vertically upward and the bottom position is horizontal.
When I was 'fanning the ICG at Rantoul in the 70’s, most orders were picked up on the fly, with the TO board at a 45. I don’t think I ever saw them have to stop and sign, not that it didn’t happen.
The stand used to hang the orders always fascinated me…
Lower quadrant semaphores cannot go higher than horizontal. Of the many photos in SPH&TS’s Southern Pacific Lines, Pacific Lines Stations volumes 1 and 3 (I don’t have volume 2, and, the SP used lower quadrant TO signals), I see only two positions: (1) horizontal and (2) about 165 degrees from upward vertical, thus aiming towards the ground. So, horizontal must mean “go” for the SP.
OK. Perhaps I’m wrong. In 99% of the pictures the semaphores are horizontal. In the few photos that show a train, one on page 33 of volume 1 shows a locomotive without noticeable exhaust while the semaphores are horizontal, and one on page 36 of volume 3 shows one with exhaust (and apparently working/moving) with the semaphores downward.
Another observation: both semaphores in the photos always seem to be in the same position, either horizontal or vertical. Does that mean the blades were not operated independently, even though each semaphore blace was for a different track direction.