Block target signal lights

[Anonymous]

OK I'm confused yet again, on the block target signal with 2 lights, I've seen advertising photos of both Lionel and MTH, and both have the red and green lights reversed from each other, Which is correct? Lionel has the red on the bottom and green on top, MTH has it the other way. I have the Lionel 153 post war unit. Also can you explain how the light is suppose to work in relationship to the train approaching, Should it be red until a train comes towards it and it goes green or what? Sorry for my ignorance on this but I've never been told.

[tcripe]

Since I have seen other model signals with either green or red on top, I would guess it depends upon what prototype the model has been based. Even Lionel has manufactured different signals with different positions. As for action, the color should show what is the condition of the block that the train is about to enter, so that when the engine passes the front of the signal, it should change from green to red if there was nothing occupying that block prior. Obviously, if the train is approaching the signal from its backside, it is already in the block that the signal is protecting and will stay red until the last car has left the block.
- Terry

[Buckeye Riveter]

About four years ago, I asked a track engineer about signals and his reply was interesting. Unlike the signals we see on the highways, railroad signals are not uniform. Different signal configurations abound and many times the meanings are not the same between railroads. [%-)][%-)][%-)] Red is stop, but it can be combined with other signals to mean different things. [%-)][%-)][%-)]

[lionelsoni]

I looked through the Lionel web site. After about a half-dozen signals all with red on top, I quit. Prototypes almost invariably have green on top.

[phillyreading]

Are you using a single mountedlight or dual lights? If single light green is on top as far as the prototypes go. On two or three light set-ups green can be on the bottom and red on top indicating the track is clear to the next signal, sometimes on a three light set-up green on the bottom indicates the switch position or that the side track is clear. Amber or yellow is used a lot & can stay lit for over half an hour before a train is coming, green on a double signal at top usually means that a train is coming in a few minutes.
I watch the trains on FEC line near Stuart and West Palm Beach and this is what I have noticed from observing the light positions.
Lee F. WPB FL

[tcripe]

QUOTE: Originally posted by lionelsoni

I looked through the Lionel web site. After about a half-dozen signals all with red on top, I quit. Prototypes almost invariably have green on top.

Lionel's mainline block signal (6-14099) has green on top but, strangely, is followed by two reds instead of yellow and red. Otherwise, they are nicely prototypical in size.
- Terry

[ARRCDSPR]

I might be able to shed a little light on this subject. I do not have any of these block signal accessories but I work with the real ones. I will try and not get too complicated. First I should probably give some short definitions.
Railroads use blocks to protect and govern train movement as well as protect men and equipment on the track. Basically, a block is a length of track that no train is permitted to enter while the track is occupied by another train. The signals are devices adjacent to the track that govern the use of the block. Most of the time, these signals are on the right hand side of a track for an approaching train. These signals have different color lights that indicate different conditions that affect train movement. A green signal is called a “clear” and its indication for a train is to proceed. A red signal is called a “stop” and its indication is to stop.
Now on the proto railroads there are also yellow lights called “approach” which basically mean proceed prepared to stop at the next signal. Also there are white or lunar lights called “restricting” which mean proceed at restricted speed. The reason for these last two lights is because you need to have a progression of lights for trains to be able to stop at a red signal. Imagine a two mile long loaded coal train coming around a bend in the track with proceed indication at 50 MPH and all of sudden they see a red signal at the next block – not a good thing. So you would need the yellow or lunar lights as a buffer between the green and red so the engineer can handle the train accordingly.
So if you are still with me, let us talk about the position of the different lights on the signal mast head. I would say the green should be on top and red on bottom. As a rule of thumb the top light is for main track or straight track and the bottom light is for a turnout. So if the red was top and green on bottom that would be called a “diverging clear” which would mean proceed on the diverging route through the turnout – red on top for the straight route and green on bottom for the turnout. Although I don’t think these model block signals are connected to the switches are they? They don’t signal the position of the switch do they? It would be pretty cool if they did. Anyway I hope that helps and talk to you down the track.

[Roger Bielen]

I use target signals to indicate switch position on my layout, as mentioned, green indicates the switch is thrown for the mainline, red to the branch, I also have a section of isloated rail that will change the light to red to indicate the line is occupied. this is easy to do. I have the DZ switch machines with the relays to indicate position and have the insulated rail wired in parallel..

[tschmidt]

ARRCDSPR,

Thanks for that info. I have always wondered what the different lights meant and how to read them.

TomS

[marxalot]

QUOTE: Originally posted by tschmidt

ARRCDSPR,

Thanks for that info. I have always wondered what the different lights meant and how to read them.

TomS

Yes, thanks. I was at an Indiana University Railroad Club (when it used to exist) meeting one time and they has an amazing segment of slides showing various block signals. The speaker would give a brief description of the lay of the track if you will, which track was main, yard track etc. Then they would flash up a slide photo of the signals and the first person to be able to explain what they meant got an "atta boy". Some guys were amazing, yelling out terms like "double restriction," "absolute stops" etc. etc. It was really an eye opener and you can imagine what one of those overhead signal towers spanning three main lines could offer up!

Thanks again,

Jim

[csxt30]

Here's a site in addition to ARRCDSPR's ! I thought I lost it, but I found it.
Thanks, John

http://www.du.edu/~jcalvert/railway/railhom.htm