Southern Pacific Lines Coast Line Division “The Route of the Octopus”
 
 
Signaling System Searchlight Signals It was necessary to do a complete signal upgrade with CTC. Postwar SP converted semaphore masts/equipment cases to H-2's by removing the semaphore, cutting the mast to the appropriate height and installing the H-2 with a bracket. The large equipment case was easily changed to the needs of the searchlights and was nearly indestructible. The remaining H-2's in California with the large equipment cases are predominantly these signals. The newer installations used remote equipment cases so there was just a mast and signal. If you have two cases mounted vertically the lower one was a battery case and the upper was used for the relays and control mechanism (as appropriate). Timeline The earliest photo of a searchlight on the Coast is west of Santa Barbara about 1940. Postwar SP is all H-2 searchlight. Near the "end" SP started using color light signals to replace the searchlights. An excellent source of information on the proper deployment of signal types is photos in books, etc. Many photographers used signals to "frame" locomotives and you can easily determine where the location was from the signal number (which was the milepost). Paul LaCiura spdaylight.com Searchlight Types When searchlights became industry standard for new installations SP chose the US&S H-2. This signal is universally used in 1, 2 and 3 signal combinations on a single mast. The 1 signal application provides 3 aspects, the 2 and 3 signal combination provides additional aspects for diverging route applications. 2 signal combinations generally provide a single diverging route, such as on a simple siding application, and 3 signal combinations allow diverging to two adjacent tracks, as would be found at a yard throat. The US&S H-2 target signals Espee had were in many instances installed on old semaphore housings, with either single or double relay boxes depending on the location. The ladders were straight up and did not feature a modern-style platform stand at the top. You can still find old Espee signals that haven't been converted to modern UP style tri-light signals. The US&S block signals at MP 81.7 were removed about a month ago and replaced with three light. Only a few of the original US&S H-2/5 remain on the Coast, two at Sargent and three Watsonville Jct. Chuck Catania Lights On Valley Pass and other curvy spots of the run, the H-5s were "bent" so the engineer could see the indication around a curve. As you passed the masts, with the signal's beam now at an angle, the light was remarkably reduced. Regarding the signal beam being reduced around a curve may have been a result of a device called a "phankill" unit, which was named because of it's purpose was to "kill" "phantom" signal aspects made possible by viewing the signal from specific angles and distances from the locomotive cab. Searchlight signals had a Freznel lens that focused and directed the beam. Different lenses were available for signals on curved vs. tangent track. Also, take a close look at the lens of a searchlight signal and you'll also see a smaller "spot" lens. This directed a small amount of light to where the engineer would be if the engine stopped close to the signal. Color Lights With CTC, the dispatcher only controls the absolute signals, which would, of necessity, require replacements to get red over green, etc. The intermediate signals simply provide safety indications as to the track ahead, not authorization to occupy the track. The advantage of a color light over a searchlight is a separate bulb for each aspect, and the inherent redundancies in such a design. But a blown green "bulb" in a color light still displays a "dark" aspect, which is the most restrictive of any aspect possible. The tri-colors have the feature that no possibly-failing mechanism controls the lighting of the signal, as is the case in a single-light searchlight. Bulbs or LEDs of course must be maintained. Tony Thompson   The one on the east end of the Gaviota Trestle is a two light unit. Jim Pattison Look near the bottom of this page and you'll see links to photos of the\ signals in question.
http://redoveryellow.com/signals/cs/_118-162.html

Note the vertical number boards were not used in SP days. Instead they were horizontal as in this photo.
http://redoveryellow.com/signals/cs/474_North_2258_26064.jpg

Please also note this is not my site but I refer to it quite often when doing signal work for friends.
Cheers, Dennis Drury
Former SP signalman Signal Bulbs An H-5 bulb (and by extension most/all signals) used something in the neighborhood of 12 volts. During heavy snowstorms, it was still amazing how far down the track those H-5 searchlights were visible. The bulbs have an optimum voltage to provide maximum life at about 9.7 volts. There is a very simple adjustment in the signal to change the voltage. The power is not the key to the signal beam, the optics are the key. The bulbs are identical to auto/truck stop light bulbs and run off of similar batteries or transformed from line power. The light is collected precisely from the bulb and then projected linearly through the lenses into a strong beam. USS recently created an LED searchlight, that didn't require any mechanical movements to change the color. Approach Lighting The light would be dark (lights off). If a train approaches, then the lights would turn on to save battery life. This was also used for semaphores. Signal Parts There is no maintainers platform as on the UP. There is just a ladder and steps. Searchlights are mounted in-line with the signal mast. The top head above the top of the mast has a flat finial. The targets were always in a straight line, not off center. They usually came with a relay case and flange base. Number Boards Number boards were black with white or silver horizontal numbers. Even numbers were for Eastward signals, odd for Westward. The number is in miles and tenths (i.e. signal 4964 is an Eastward signal located near mile 496.4.) There were 4 digits (usually). They represented the miles from SF HQ. The last (4th) represented tenths of mile. The signals were placed at any given distance between mileposts. For example if a milepost number read 254 indicating miles, and the signal was placed south of the mp approximately three-tenths of mile. the number on the signal plate would read 2543 (no decimal). The signal opposite would either be 2542 or 2544. I am using coast line signals as my example.
Gordon Searle The numbers were not the same on both the north bound and southbound signals. Sometimes you would see an extra digit on this signal represent. See below:
http://redoveryellow.com/signals/cs/169_North_North_San_Luis_Obisbo_27619.jpg The extra digit (2) in the number plate 2487/2 means the signal is on main track #2. This is a UP thing (in fact UP has done this at all locations in multiple main track territory) and never was an SP thing. The SP number plate would have been just 2487, meaning approximate milepost 248.7 with the odd number also denominating a westbound signal. An eastbound signal number plate would have ended with an even number (example: signal 2574, milepost 257.4). Before the UP re-did the mileposts on the Coast Line that particular signal number plate was 2519. NOTE: it still has the WW2 "blackout" hood as installed by the SP on Coast Line signals after Pearl Harbor. Denny Dollahon If the photos show a vertical number plate then these are UP number plates done after the mileposts were renumbered on the Coast Line. Also the signals pictured at the South end of Grover are replacements installed after the originals were destroyed by a freight derailment there in early 1985 in believe. I'll have to go looking for an SP timetable to get you the original SP signal numbers.
Denny Dollahon Regarding signals with or without number plates before the 60’s, a signal with a number plate and a red stop indication could be passed at restricted speed prepared to stop short of obstruction. A signal without a number plate was an Absolute which means the train could not proceed past a red stop signal. These Absolute signals were sometimes further identified with the letter A or SA on it. These rules applied whether the signals were in CTC or ABS territory or an Interlocking plant. Number Plate + RED = Stop Proceed CTC systems have had both signals with number plates and signals without number plates. Number plate signals are signal that are not controlled by the dispatcher or signal operator and function like signals in automatic block systems. The number plate signals (sometimes called intermediate signals) are usually located between controlled signals. Those statements are at odds with Paul LaCiura's emphatic statement that: "If you are in CTC territory, the signals do not have number plates" For an example of intermediate signals in CTC territory with number plates see the photos in Signor's Southern Pacific's Shasta Division (page 265 has one) or also in his earlier version of the book. Block signal 3346 and the backside of its partner have been photographed many times with a loco splitting the signals and Mt. Shasta in the back ground. Signal Dimensions Signal on field side of track (clearance from inside track rail to center of signal mast) Side clearance for SP from track center outwards, Look for SP Standards document 553-2015, Clearance Diagram for Searchlight Signals, published 8/27/1945. Remember, in searchlight placement is the close-up prism viability as well as the track clearance. The clipping might have more to do with the signal being located closer than standards for close-up visibility. See http://emdx.org/rail/signaux/SignalNain/USS-U5034/index.html). Here's a list of SP standards and drawings: http://espee.railfan.net/common_standards_drawings_table.html Keith Thompson In CE10615 dated 12-17-1970 which shows a 10 foot set back from the gauge side of the rail to the center line of the pole or box of an H-2 signal to be 10 feet. The trimmed target would be on a signal that could not meet the standard offset and is probably a measurement off a clearance diagram and not from a signal standard. John Houlihan Irish Tracklayer B. Signal on field side of track (clearance from inside track rail to signal box) 7’ 0” C. Signal on field side of track (ground up to center of top target) 15’ 0” D. Signal on field side of track (ground up to center of lower target) 10’ 0” E. Signal on field side of track (top of rail to bottom of signal box) 0’ 0” F. Signal between two tracks (center of signal mast to centerline of tracks) 9’ 6” G. Signal between two tracks (height from ground to center of target) 18’ 0” Signal Mast Height Whatever the height of the signal, the *bottom* light of the *bottom* target, not including anything like a lunar white spot, should be at fourteen feet (14') above railhead. And other additional targets mounted above that will then be at the correct height. H. Signal on Cantilever on Bridge (distance between center of signal mast and centerline of tracks) 5’ 6” I. Signal Disc Size The disc is 35 inches and the lens is 8.375 inches. Paint Signals originally were painted black and white. The white started six feet above the bell housing at the top of the case and continued to be white until the bottom of the first bearing housing. All of the ladder and support brackets that wrapped around the white part of the mast was black. CS 2012, Adopted May 28, 1954, calls for all signals to be be painted "Light Signal Aluminum" except the hood and face of background to be painted Rustoleum 412 "Flat Black". Signal Mast Painted silver. Signal Bridge Painted black. Lettering & Numbering Signal Number Plates Number boards were black with white or silver horizontal numbers. Even numbers were for Eastward signals, odd for Westward. The number is in miles and tenths (i.e. signal 4964 is an Eastward signal located near mile 496.4.) Fixed Signals Number Plates Automatic Block Signals will bear number plates attached to signal masts. Interlocking Signals will not bear number plates, but may have plates bearing the letters “SA”. Absolute Signals will not bear number plates, but will have plates bearing the letters “A” or “SA”. Rules 506 - 510 which set forth the conditions under which a train may pass a Red Automatic Block Signal and proceed at restricted speed, either without stopping or after stopping. Absolute Signal Plate  Before 1986, SP used “A” or “SA plates on Absolute Signals. Grade Signal Plate  Protective Signal Plate  References Carsten Lundsten's great SP signaling website http://www.lundsten.dk/us_signaling/abs_st_sp/index.html References The Espee Common Standard plan book, vol 1, has drawings of the battery box and its location. The location drawing shows the battery box and a separate relay box. The location drawing is date June 24, 1924, revised Aug. 13, 1931. The battery box drawing is dated Apr. 24, 1931, revised Aug. 20, 1945. Bruce Petty's section on Signals with 26 different SP plans for various signals and supporting signs at: http://lariverrailroads.com/sp_signal.html In Oregon you'll recognize those locations as they are marked on the map. This included the Cow Creek Canyon and the only way to get to this portion of the SP was by motorcar. There's a photo in 1947 at http://mysite.verizon.net/bizef3s7/LeRoy%20Dixon%20page.htm Some of the few remaining US&S H-2/H-5 searchlights are between Gilroy and King City on the Coast. Watsonville Jct has some nice dual heads with double relay/battery boxes. At the Granite Rock quarry (Logan) remains an original signal bridge spanning the mainline. Chuck Catania A site for signals on the coast is www.redoveryellow.com It also has some great trackside views of the coast. Charlie Burns Look at this website: http://www.redoveryellow.com/signals/cs/index.html http://gsee.sdf-us.org/signals/training/spmanual.html http://www.lundsten.dk/us_signaling/index.html http://www.lundsten.dk/us_signaling/abs_st_sp/index.html http://www.lundsten.dk/us_signaling/aspects_sp1996/index.html http://espeef5.rrpicturearchives.net/archivethumbs.aspx?id=66581 http://www.trainweb.org/signals/usssls1.htm http://spcascades.railfan.net/profile.html Modeling Signals BeNscale Models They make N scale US&S H2 Searchlight Signals with HO scale coming. These can be purchased as a kit or assembled. Their heads use 3 discrete LEDs (impressive) but that gears them towards conventional signal controls. Rob Sarberenyi http://www.benscale.com/ BLA Models BLMA has yet to release the promised H-2 with the correct ladder and relay base for the 1940/1950's. BLMA's first style of signals released feature a workman's platform at the top of the step with guard railings. Platforms came about later; By the mid to late-1990s platforms were required for safety reasons. The BLMA "green" aspect color is not the correct shade of green to match AAR railroad specs on their new H-2 searchlights. The US&S H-series "green" roundels are a very distinctive "blue-green" hue. As such, I have never seen an LED that could recreate this color. The red and yellow aspects appear just fine as those are colors easily achievable using current LED technology. Clyde King constructed a pair of Class 5's H-2 Searchlight signals and installed BLMA Models working signal heads on them. BLMA's signal heads are really nice and feature correct colors by using three separate LEDs per head to render red, yellow, and green aspects http://tinyurl.com/yb7y6b2 Rob Sarberenyi Class 5 Models This business is now owned by Paul LaCura. Class 5 signals in HO scale are very nice kits, even better than the N&G H-2. The signal kit offered by Class 5, are produced by Sunrise Enterprises are already assembled and lit, quite sturdy, only requiring installation on the layout and connection to the circuit system of your choice. They appear highly accurate for the style Espee used. This signal is not for the fumble fingers type, it is very intricate, exquisite and delicate. But the unit is dead on to scale. Use them in both cantilever and signal bridge applications.  The Class 5 signal kits are non-operating as they come from the package. The Class 5 signals are fiber optic ready. They now manufacture a separate lighting kit. Class 5 Models http://spdaylight.com/class-5/ US & S H-2 searchlight signal kit #100 1 signal head $24.95 US & S H-2 searchlight signal kit #101 2 signal head $32.95 used in CTC territory US & S H-2 searchlight signal kit #900 basic LED lighting system They are available at the Original Whistle Stop in Pasadena, Ca. View this online article from the Sacramento Model Railroad club about building and making them operable. Note contact info for Class 5 is also included: http://home.comcast.net/~d.megeath/Signals/signals.htm N&G Railway Signal Company Paul Lubliner made some of the S.P. ABS target searchlight signals. They take some work to assemble, but are gorgeous when completed. Only the SP/ATSF H-2 searchlight's (multiple versions) were released. The N&G searchlights use fiber optics rather than LED lights in the signal head. There is a tri-color optical mount that goes into the layout, and the signal simply sits in it -- if someone accidentally wacks the signal, it will just fall over. This minimizes damage. It's also good for portable modular layouts, since you can move the modules with the signals safely packed away. They cost only slightly more than the Sunrise signals, which are unfortunately no longer available. Jim Gerstley posted photos of N&G searchlight signals in the list's Photos section. View the list's Files area under N&G. Terry Wegmann is producing upgraded N&G Railway Signal Co. H-2's through Andy Carlson on ebay at the seller address "midcentury" or just search for "N&G signals" on ebay. For that matter Terry is re-releasing all of the previously available signals (including semaphores) that N&G produced plus colorlight signals coming in the near future through Andy. The new signals produced by Terry Wegmann have clear plastic roundels cast in crystal styrene with the correct tints provided in the styrene. Sunrise Signals Sunrise makes the only working searchlight signal masts that are designed to go on top of signal bridges. Sunrise signals could take more abuse than the Class 5 searchlights, which are extremely delicate (but extremely accurate as well). These consist of small brass tubes for the mast, metal castings (pretty crisp ones at that) for the base, especially those representing converted semaphores, the targets are made up of castings and etched pieces as well and they're already wired and lit is a big plus in getting operating signals installed on your layout. The currently available H-2 signal head and lens is "hollowed out" for fiber optics and that they were "working" on a fiber optic system to light their signals. The lights Dan uses throw plenty of light to look prototypic. Sunrise's Web site only show prototype signals. http://www.sunrisenterprises.com/ See a pic here: http://www.geocities.com/NorCalFreemo/photos/0120-glenfrazer-0207.jpg They are available and out on display at Railroad Hobbies in Roseville, CA, and from The Train Shop in Santa Clara, CA. References SP Searchlight Signal Railroad Model Craftsman, Dec. 1975 Plans and Circuit building article. Other Signal Types Cantilever Signal Bridge An important signal for post-WWII installations are the cantilever signal "bridge". A great many of these were installed at the exit from sidings back to single track mainline. Full signal bridges were used in several places. Paint Cantilevers and signal bridges were painted all black. Lettering & Numbering “A” Signal Number Plates Cantilevers sometimes would have an “A” plate.  Reference Std. Bridge Platform & Sidewalk NMRA Bulletin, Apr 1982 (*see T-49/18) Modeling Signal Bridge BLMA They come with three searchlight targets as part of the kit. Model Memories They make suitable bridges. http://www.modelmemories.com/ N.J. International To SP-ize a Cantilever Signal Bridge use N.J. International Kit #400 with some modifications. (*see RMC 5/94, pg. 115 Review of N.J. International Cantilever Signal Bridge) TrainCat They make suitable bridges. http://www.traincat2.com/ Dwarf Signals S.P. used US&S dwarfs. The H-2 was also used as a "dwarf" signal by having a simple bracket mount to a concrete foundation. Same signal mechanism was used on a mast. The "target" would be omitted but the lens shield would be retained in that application. Dwarf signals for sidings would have i high signal for the main. Paint Page 79 of the 2002 version of "Daylight Reflections" has a 1940 color photo of an aluminum-painted dwarf signal in San Francisco. John Sweetser Modeling Dwarf Signals non-lighted dwarf signal Century Castings They used to make very good US&S dwarfs as used in San Francisco at 3rd & Townsend, but Century is no longer making those. Showcase Miniatures They’re producing the Century Foundry line of parts again, including item #2130 dwarf signal type SA, listed at $6.95. He also has underbody parts, roof vents and other goodies once produced by Century Foundry. Contact Joe@Showcaseminiatures.com Indicators and Detectors Block Indicators Definition One of the main uses of block indicators (but not limited to) was to keep track workers informed of occupied block conditions. These were used by MoW crews when riding in their inspection cars to indicate the status of the block ahead while traveling to work sites along the tracks. These signals were used to inform operators of track equipment such as speeders as to the status of the block on either side of the signal, that is, was it occupied or not. These small semaphores were vital to the safety of motorcar operators and other maintenance personnel. SP DTCTR These indicators were directional in nature. It took two if you wanted an indication in both directions. Dennis Drury Until the wide use of vehicles to reach work sites started in the late ' 50s, section crews traveled by speeders. Not just used by MOW crews in "inspection" cars. John Sweetser The SP Block Indicator was a gauge instrument with an LED bulb on a pipe. They were about eye level if you were sitting in a speeder. Speeders might not shunt the track circuits, so they would not trip ABS signals. If the indicator was horizontal, the car needed to be set off the track as it indicated the block ahead was occupied. Radios and Highrailers made obsolete the units. Chuck Catania Those little icons of semaphores are hard to see from a moving train until you're right on top of them. They're not for trainmen, they are for track workers and others who may be on motor cars, which may not trip signal circuits. Tony Thompson Speeders *would not* shunt the tracks. They (and high-railers) are equipped with insulated wheels.and the purpose is to avoid relying them to shunt the rails, as their light weight often made that action impossible to achieve. Ken Harrison Block indicators (or meter maids as they're sometimes referred to) were not designed as stand-ins for signals being worked on or out of service. Generally speaking, in that situation the traffic would follow the rules of flagging the block until the signal was returned for service which would be a priority for the signal department. Tom Kline How they were used Many times, block indicators were on the top of relay cases or on the top of cases of signal masts. This only applies to the free-standing-type block indicators. When the indicator is up, the block is occupied. When it is down, the block is clear. In ABS territory, the trainman had to check the block indicator to see if it was ok to line the switch. The brakeman is checking to see if he can throw or open the switch.  (which throws reds on the other main'). Crossovers had them as well as any mainline switch to a spur or industry.  Crossovers on two mains had a twin head Block indicator. They were labeled to indicate which track they were protecting.  If the crew cleared in a spur for a scheduled train, they used the block indicator to see if they could line the switch and come out on the main after the train went by. There were 7 ways a crew could line a mainline switch and come out on the main or crossover to the other main. (If you have a black rule book, look in the ABS section). One of them was inspection of a Block Indicator.  View Block Indicators in ABS, D-251 (two main tracks current of traffic rule) and CTC territory.  They were phased out in the late 70's and replaced with electric locks on the switches. Today in CTC, Uncontrolled Absolute Signals have replaced the electric switch locks.   Mike Smith The block indicators had limits that could extend to more than one signal block and could give crews additional warning of approaching trains. When approach light searchlight signals came into uses in CTC, the uses of block indicator more warning to MofW forces. Cliff Prather Whether working in an area or motoring along in a speeder where signals are either not visible or few and far between (in non-CTC territory) the meter maids worked as intermediate indicators to let you know if the upcoming block was occupied or not: i.e. Is a train nearing the place that you're working? Has somebody entered your block since your last signal? Is there a train around that curve? Remember that not long ago on a lot of lines today's Track & Time authority did not exist and regular maintenance was performed in-between trains with traffic having the priority. Radio communication was limited so if you were out working it was your responsibility to get out of the way before the train arrives so as not to impede its progress. Even though train lineups were issued giving you a general idea of when the train would be in your area they were useless if the train were running ahead of schedule. The meter maid helped safeguard against this possibility as your eyes ahead. Also, if you had to clear up by moving towards approaching traffic it would let you know if it was safe to go in that direction or if you needed to go in the opposite direction to get off the tracks. Tom Kline Looking at a 1943 rulebook and a 1969 rulebook, the only type of block indicator shown was the red arm, lower quadrant type. Cliff Prather Placement They were generally located at each end of each siding. This was in the late 70's, early 80's, all CTC searchlight signals which were dark unless a train was in the block. They used to be at the Tehachapi Loop. Ron Cluster Block Indicators Basically, they were positioned near the points of a mainline switch so that the occupation status of the blocks to the east or west could be determined before throwing the switch. Volume 1 of the SP Common Standard Plans reprints has CS 1357 and 2003 which show the location of block indicators. The block indicators were also used on the T&NO. Charlie These signals were used by Section Maintenance crews and Signal Maintainers, or anyone riding a motor car, to determine whether a train might be occupying the track block in either direction from the signal. They are mounted not necessarily at eye level for a motor car rider. Sometimes, block indicators were mounted on the top of relay cases next to signals, as was often found in the Tehachapis. Block indicators could even have been mounted on the cases of the signals themselves, such as seen in the photo showing a semaphore signal in Soledad Canyon on pg. 21 of the 1987 version of "Daylight Reflections." John Sweetser Block indicators in the Tehachapis were apparently mostly for the benefit of maintenance crews. Wherever there was a speeder set-out for maintenance crews, in most cases there was a nearby block indicator. In the Tehachapis, set-outs/block indicators were found near signals (both intermediate signals and those at the ends of sidings), at the mid-points of sidings, near bridges and near some of the tunnels. John Sweetser Paint The SP Block Indicator pipe and instrument was painted silver. Reference In the 1954 Santa Fe safety film "Challenge for Tomorrow," (view on YouTube) a sequence showed how a speeder operator should rely on both regular block signals and on block indicators to make sure the line was clear as he traveled along the rails. John Sweetser http://www.trainboard.com/grapevine/entry.php?432-Block-Indicators In the first picture, it looks like the indicator is protecting a hand throw crossover. (you can see only one switch of the crossover. Second main is in the background.)  http://www.trainorders.com/discussion/read.php?11,1539981 http://www.flickr.com/photos/jonroma/910683320/ Info/diagrams on the Block Indicators can be found in the "Rules and Regulations of the Transportation Department, Southern Pacific Company, Pacific Lines" books issued to employees. View one dated December 1, 1951, with select updates dated September 1, 1953. The other is dated October 31, 1976. The info also appears in "Rules and Regulations for the Maintenance of Way and Structures, Southern Pacific Company, Pacific Lines". See issues, one dated January 1, 1953, and the other July 1, 1968. Rob Sarberenyi These signals do not appear in the 1/1/1922 issue. They *do* appear in the 6/15/1930 version of both the Pacific Lines and the Texas and Louisiana Lines rule books, identified as "Rule 504C-Switch Indicators." There is no rule book text accompanying the diagrams, which simply identify the meaning of a horizontal or vertical semaphore arm as indicating a clear or occupied block to the right or the left of the signal. The same diagram is included in the Pacific Lines 2/15/1943 rule book, but it is now identified as "Rule 292-Switch Indicators." Again, there is no text for that rule. In the 12/1/1951 Pacific Lines rule book, these signals are now "Rune 298. Block Indicators." Indication definitions and drawings remain the same. The same holds true for the 7/1/1960 and 1/1/1969 rule books (by now, there is no differentiation between Pacific and T&L lines). Again, in all cases there is no text. The 11/15/1943 Rule book for MoW and Structures has a section governing track car operations. Rules 1120 and 1125 are related to indicators. Rule 1120 is a caution to the operators of track cars about watching for trains or other track cars in a block ahead, even though the indicator shows clear. Rule 1125 specifically states that "Where there are track circuits, none but insulated track cars must be used." Rule 292A - Track Car Indicators shows a single head indicator with a red/white disk at bottom of the window. No mention of the devices in 1/1/1898, 1/15/1903, or 8/1/1907 rule books. Chuck Catania Modeling Block Indicators Custom Finishing Walthers shows these made in HO Scale by Custom Finishing, in stock, as part # 247-175, Remote Block Signal Indicator. Showcase Miniatures Showcase Miniatures makes a dual head one, but only in HO scale. Train Order Signals On Train Order Signals, a lower quadrant color light or lighted meant “TO” on the color light meant pick-up train order to crew. Train Order Signals were stopped in 1984. SLO Train Order Signals San Luis Obispo was a crew change point so crews would pick up their orders when they registered on duty. SB Train Order Signals Santa Barbara in later years, had the two lights (red-green) on a pole with "TO" lighted when there where orders to pick up. Prior to 1972, Santa Barbara too was a crew change point and orders again picked up when they registered for their trains. Cave-In Detector These would determine if a cave-in happened. If on the engineer must check for a cave-in. Slide Fence Detector These would determine if a rock slide happened. If on the engineer must check for a rock slide. Hot Box Detectors A detector that showed 3 OOO was good. A detector that showed 2 .OO was bad. This told the engineer that a car was bad and he would call the conductor. Support Structures Signal Battery Boxes Not every signal had the battery box base. And some signals have "two-high" battery cases, others "one high." And there are photos of signals with none, and in at least some of those instances, it looks like the "signal case" is placed a ways away from the signals themselves. It’s unknown if that was common. Some signal blocks had batteries within a signal district and some did not. When double signals were present there were usually two battery boxes. These boxes were embedded into the ground very near the signal. The boxes were wooden with a metal cover on the top that he kept painted with silver colored paint. The thickness of the cover was probably 1 ?" thick and the box itself was the same thickness. The wood which was in the ground was painted with creosote. Inside the boxes were a series of wet cell batteries which provided a level of current to the signals. Inside the signal was a piece of paper that listed each time the signal was serviced and each time the batteries were made. The maintainer kept this current and was one of the things that signal inspectors looked at when they came to inspect the district. The box contained replacement electrodes, cans of caustic soda, and small bottles of oil. The first part of the task was completed in the tool house when the brass nuts and washers were removed from the posts which extended through the porcelain top. The porcelain top was about 6 or 7 inches square. Once the new electrodes had been installed with the porcelain tops in the tool house they were put back in the boxes to go out to the location to build the batteries. The porcelain top sat on top of a glass jaw which was about 16 inches in height with the lead electrodes immersed in the acid solution. The old cover and electrode would be removed and the liquid solution dumped over the bank. The caustic soda and water were added to the jar and mixed until the solution was dissolved. There were numerous springs along the tracks where he could get water. The replacement cover and electrode was carefully lowered into the solution. The small bottle of oil was then opened and carefully poured on the top of the solution. It’s assumed to keep it from evaporating. The lead electrodes would then begin interacting with the acid solution and providing the necessary power to the signal. The primary power for the signals came from the signal wires and these batteries were a back up system. They had no rechargeable capability. This of course is all form the 1990's on, but other than new equipment boxes for grade crossings that hold new types of batteries, not much seemed different. If there was a new equipment box, it was not hard to locate an in ground box close by. Also, there’s lots of evidence of, the old Edison bottles used to "recharge" the old batteries lying near the concrete boxes. Paint Signal boxes were painted black and white. Modeling Signal Battery Boxes When modeling a Signal box or shed determine what the signal area does. Century Foundry Box They and others have made nice battery box castings in HO, so these can readily be added. Tony Thompson Battery Relay Shed Reference Battery Relay Shed/Solar Battery Charger Mainline Modeler, Oct 1986 Relay Case The relay case sometimes may be on the signal base. Modeling Relay Case Reference SP Relay Box Mainline Modeler, Aug 1989 Dummy Masts Dummy masts and signals are present to show the tracks that are NOT protected by signals on the same signal mast. Dummy masts were used in places where there were signal bridges with multiple signals, to indicate that there was no signal for a particular track. Power Switch + Power Motor These were dual control switch motors. With no power switch then you had a switch stand. http://redoveryellow.com/signals/cs/_118-162.htmlhttp://redoveryellow.com/signals/cs/474_North_2258_26064.jpghttp://redoveryellow.com/signals/cs/169_North_North_San_Luis_Obisbo_27619.jpghttp://emdx.org/rail/signaux/SignalNain/USS-U5034/index.htmlhttp://espee.railfan.net/common_standards_drawings_table.htmlhttp://www.lundsten.dk/us_signaling/abs_st_sp/index.htmlhttp://lariverrailroads.com/sp_signal.htmlhttp://mysite.verizon.net/bizef3s7/LeRoy%20Dixon%20page.htmhttp://www.redoveryellow.comhttp://www.redoveryellow.com/signals/cs/index.htmlhttp://gsee.sdf-us.org/signals/training/spmanual.htmlhttp://www.lundsten.dk/us_signaling/index.htmlhttp://www.lundsten.dk/us_signaling/abs_st_sp/index.htmlhttp://www.lundsten.dk/us_signaling/aspects_sp1996/index.htmlhttp://espeef5.rrpicturearchives.net/archivethumbs.aspx?id=66581http://www.trainweb.org/signals/usssls1.htmhttp://spcascades.railfan.net/profile.htmlhttp://www.benscale.comhttp://tinyurl.com/yb7y6b2http://spdaylight.com/class-5/http://home.comcast.net/~d.megeath/Signals/signals.htmhttp://www.sunrisenterprises.comhttp://www.geocities.com/NorCalFreemo/photos/0120-glenfrazer-0207.jpghttp://www.modelmemories.comhttp://www.traincat2.commailto:Joe@Showcaseminiatures.comhttp://www.trainboard.com/grapevine/entry.php?432-Block-Indicatorshttp://www.trainorders.com/discussion/read.php?11,1539981http://www.flickr.com/photos/jonroma/910683320/shapeimage_3_link_0shapeimage_3_link_1shapeimage_3_link_2shapeimage_3_link_3shapeimage_3_link_4shapeimage_3_link_5shapeimage_3_link_6shapeimage_3_link_7shapeimage_3_link_8shapeimage_3_link_9shapeimage_3_link_10shapeimage_3_link_11shapeimage_3_link_12shapeimage_3_link_13shapeimage_3_link_14shapeimage_3_link_15shapeimage_3_link_16shapeimage_3_link_17shapeimage_3_link_18shapeimage_3_link_19shapeimage_3_link_20shapeimage_3_link_21shapeimage_3_link_22shapeimage_3_link_23shapeimage_3_link_24shapeimage_3_link_25shapeimage_3_link_26shapeimage_3_link_27shapeimage_3_link_28
Southern Pacific Lines Modeling S.P. Signaling System
Signaling System Searchlight Signals - Modeling Signals Other Signal Types Cantilever Signal Bridge Dwarf Signals Indicators and Detectors Block Indicators Train Order Signals Cave-In Detector Slide Fence Detectors Support Structures Signal Battery Box Battery Relay Shed Relay Box Dummy Masts
Home../Modeling_the_SP_Coast_Line/Title_Page.html

Courtesy N & G Railways Signal Co.