(erielack) Erie Signals - Comments

[Wdburt1_@_aol.com]

Some comments on this thread:
 
1.)  4-block vs. 3-block system.  NYC had the passenger traffic  to get the 
benefit out of a deluxe system.  As Gordon point soutsays, an  indication 
like "Advance Approach" was useful to an engineman handling one of  the Great 
Steel Fleet at track speed.  If you're following a slightly  slower-moving 
rain ahead, consider the advantages of getting an early warning  that you're 
closing up the gap, as opposed to encountering a more restrictive  signal 
and then having to drag through the block at whatever speed was required  
passing that signal.  NYC or PC rulebooks from the 1960s include other  
sophisticated signal aspects unknown to the Erie, like "Advance Approach Medium"  
and "Approach Limited."
 
2.)  Advance Approach on ex-EL lines.  I don't recall seeing this  aspect 
on EL lines and believe that it was imported by Conrail.  If I  recall 
correctly, the aspect was still yellow-over-yellow at that time.  As  Gordon says, 
NORAC changed yellow-over-yellow to Approach Slow.  Advance  Approach then 
became a flashing yellow.  Typically it is used where the  second block in 
advance is too short for a train to stop, taking into account  the grade and 
track speed.  Thus, this aspect complies with the  longtime federal 
regulation (currently 49 CFR 236.24), which blessedly avoids  trying to anticipate 
every situation and instead uses a performance standard  requiring signals to 
be spaced "so that the indication of a signal displaying a  restrictive 
aspect can be complied with by means of a brake application, other  than an 
emergency application, initiated at such signal, either by stopping  at the 
signal where a stop is required, or by a reduction in speed to the rate  
prescribed by the next signal in advance where reduced speed is required."   The 
next block after the Advance Approach signal must be at least stopping  
distance, because the signal itself might display Approach.
 
One possible reason why the sequence of signal indications around  yards 
gets a little strange is that the stopping distances are shorter  due to 
slower track speeds and restricted speed requirements  imposed by yard limits 
(Rule 93 in EL days).
 
3.)  Medium Approach Medium on ex-EL lines.  NORAC Rule  283a 
(Red-over-Yellow-over-Green) requires the engineer to proceed at Medium  Speed until the 
entire train clears all interlocking switches, then approach the  next 
signal at Medium Speed.  Trains exceeding Medium Speed must begin  reduction to 
Medium Speed as soon as the Medium Approach Medium signal is  clearly 
visible.  This must have been another Conrail-era creation,  but it doesn't exist 
in my 1968 PC rule book.  Instead, PC designated  the same aspect as Rule 
283b, Medium Approach Slow, which does not  exist in NORAC.  Medium Approach 
Medium is used entering the Hornell  siding today, in what appears to be a 
typical Conrail-era application.  It  is what the engineer will see at the home 
signal if the dispatcher is running  him straight through the siding.  It 
means he is lined out the other end  and has a Medium Clear or Medium 
Approach there.  One use that comes to  mind is the running meet.  More often, 
perhaps, trains are lined  through certain sidings to knock the rust off the 
rails so the crossing  warning devices will work.
 
Ordinarily, an engineer taking siding in a running meet on  EL would see a 
simple Medium Approach on the home signal at siding  entrance, whether or 
not the switch at the other was lined for him or not, and  whether or not that 
signal displayed Stop or Clear Medium.  In theory,  Medium Approach was the 
wrong signal to use before Clear Medium, but I don't  think it made any 
difference where you had good sight lines down to the home  signal at the far 
end of the siding.
 
4.)  Erie and NKP.  The resemblance among Van Sweringen road  signals is 
the product of the work of the Advisory Committee on Way and  Structures 
representing C&O, Erie, NKP, and Pere Marquette.  They  produced standard plans 
and specs which the member railroads then  modified.  The resemblance between 
Erie and NKP signals was especially  strong, but concealed some 
differences.  NKP's 1943 rule book includes  Advance Approach (yellow-over-yellow); 
Erie didn't.  NKP displayed  some aspects using one or more arms unlit; Erie, 
so far as I know, treated an  unlit signal as failed.  I haven't analyzed 
this in depth, but it  appears that NKP's uses of unlit signals were consistent 
with the rule that the  signal must be interpreted as displaying its most 
restrictive indication, but  the Erie approach nonetheless seems safer in 
that crewmen did not become  habituated to unlit signals.  Finally, so far as I 
can recall, NKP did  not use searchlight signals.
 
5.)  US&S vs. GRS.  EL seems to have been committed to  US&S.  I can't 
think of any GRS equipment used for wayside masts,  heads, etc.  GRS equipment 
didn't start infiltrating the territory until  Conrail.
  
6.)  Staggered heads.  Along the Southern Tier Line NS has  changed the 
staggered heads on distant signals to a straight alignment.  
 
7.)  Approach lighting.  I don't recall seeing approach lighting  anywhere 
on EL in central or western New York.  It came in with  Conrail.  Talk to a 
signal maintainer about the cost savings associated  with approach lighting, 
and they'll tell you that constantly lit signals are a  big help when 
you're out there at night hunting for a reported problem.   Not too long ago, NS 
replaced many of the signals between Hornell and  Buffalo.  Targeted for 
replacement were Erie-era US&S searchlight and  color light signals.  Of these, 
I think the only ones that remain are the  home signals at Rock Glen, 
Alden, and Marilla, and the distant signals on  the signal bridge midway through 
Alden siding.  All interlocking  signals, and all of the new automatic 
signals, are constantly lit.  The few  remaining Conrail-era Safetran and GRS 
signals are still  approach-lit.
 
8.)  It's worth noting that the DL&W's two-headed, color  light signals 
(such as used in suburban territory) were a pretty efficient way  to display 
four aspects if you were willing to accept unlit signal heads, and  would be 
right in step with today's preference for color light vs. searchlight  
signals.  The latter required maintainers periodically to open and clean  the 
rotating little ball that changed the colors.
 
WDB
 
 
 
 


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