Hello. Building an industrial switching layout and want to add some prototype signals. I´m modeling CSX in 2004. There´s not a mainline, only industrial tracks and speed is slow.
What signals are appropriate for this layout?
I suspect NO signals would be appropriate! Usually there are signals only where the industrial lead connects with the mainline. In that case what is typically done is install a dispatcher controlled electric lock on the switch stand, and a small dwarf signal on the lead facing the switch. Many times a 'derail' is also added.
Here is what the lock looks like:
http://www.walthers.com/prodimage/79868968/65548355320217.gif
Jim
Modeling BNSF and Milwaukee Road in SW Wisconsin
I wanted to add some signaling to my switching layout, but since it wouldn't be prototypical, I have to skip that on these modules (and start another module set that will use them.lol).
If you really want to add signals, the only prototypical way might be to research the original railroad that owned your track (your CSX trackage might have been acquired from the B&O for example). Maybe at one time, the switching lead or some other track on your layout might have been the old main...there might be an old signal still standing, but not being used. Maybe just the foundation is left, or a mast without a signal head? They might only be scenery, but it will add to the 'story' of your railroad.
http://delray1967.shutterfly.com/pictures/5
SEMI Free-Mo@groups.io
The only signals that would be there would be are signage or switch targets. There would be NO color light signals unless you had an interlocking (a main track crossing through the middle of the industrial lead.) There is no need for signals on an indutrial lead.
Dave H. Painted side goes up. My website : wnbranch.com
As others as stated there are no signals on a industrial branch other then the one protecting the mainline from the industrial branch.
I do recall one "signal" on the PRR but,it was nothing more a green,red and yellow lights on a pole use for switching.
Red=Stop.
Green= Forward
Yellow= Reverse.
Why was that?
There was a sharp "S" curve that went around two factories before the industry switch and the industry require several switch moves which require moving long cuts of loaded and then spotting empty gons..
It was not feasible to station two men to relay the hand signals to the fireman.
.
Larry
Conductor.
Summerset Ry.
"Stay Alert, Don't get hurt Safety First!"
dehusman The only signals that would be there would be are signage or switch targets. There would be NO color light signals unless you had an interlocking (a main track crossing through the middle of the industrial lead.) There is no need for signals on an indutrial lead.
Concur completely, although I have seen examples of two industrial tracks (both running tracks, not spurs, but not technically main tracks either) protected by a manual interlocking with signals. This is in a heavily industrial area where two different railroads have trackage, and there are interlocked crossings in a couple of separate locations where they cross either other. This is well away from the main lines of either railway.
Chris van der Heide
My Algoma Central Railway Modeling Blog
soller Hello. Building an industrial switching layout and want to add some prototype signals. I´m modeling CSX in 2004. There´s not a mainline, only industrial tracks and speed is slow. What signals are appropriate for this layout?
A couple examples from the past may be of interest, although by 2004 not much of this kind of thing would be around.
The Canton area of Baltimore had a situation just south of Boston Street where a B&O lead to a tank farm crossed 6 tracks (one Canton RR, four PRR-PC- CR, and another Canton RR) The crossings were protected by four manual semaphores, two for the B&O and two for PRR (don't remember if the PRR semaphores also were for the Canton RR). The signals were left clear for PRR- PC-CR and the B&O would change the signals when they had to work the tank farm. By the mid 1970s the semaphores, although still standing, were no longer operable and the few times I saw the B&O use the crossings they just set out a fusee or two for protection.
There were several other crossings in that area between the Canton and Conrail. Some of them just had stop signs for both roads and some had steady red lights in addition to the stop signs. In either case Conrail (and I guess the Canton) had to stop and make sure it was safe to cross before proceeding.
Another place you might see a signal on an industrial track was at a moveable bridge. This could be as simple as a smashboard connected by rodding to the bridge tender's position.
At Blair, NE, the industrial lead that goes from the UP (exCNW) main track to the Cargill plant is 4.5 miles long. At one time, it had about one mile of ABS. According to an old time table, "from MP 0.08 to Signal 2 at MP 1.04." Even with the section of ABS, Rule 6.28 (Movement on other than main track) applied over the entire lead and maximum speed was 20 mph .The switch with the main track is a CTC control point complete with a power (dual control) switch and derail.
Although the power switch/derail and control point remain, the ABS has since been discontinued. I've never been back on the industrial lead, either when ABS was in effect or since it's discontinuance, so I don't know what kind of signal #2 was. I imagine it may have been capable of limited aspects, simply giving advance information of how the control point was lined for leaving the lead.
It seems to me that the signal on the main track in advance of the control point could give an "approach diverging" indication with the ABS, and now gives an "approach restricting" indication, when lined for the lead. That may have been the whole reason for the ABS. Not so much protecting the lead, but helping movements on the main track going towards the lead. (There's a daily way freight out of Council Bluffs that goes to the plant and unit grain, DDG and ethanol trains also.)
Jeff