2005 Classic calendar - Glasgow, VA - Frank Scheer's Qsn

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Abram,

I haven't seen any answers to your question, 
"Now, let's whet your appetite on the top arm (train order signal).  Why would it be capable of displaying three aspects?  Any guesses...?"

My reply is strictly a guess, but would the three aspects be for something like 1. clear - no orders to be delivered. 2. "19" orders to be picked up on the fly. 3. stop to sign for "31" orders?

Gordon Hamilton
  ----- Original Message ----- 
  From: nw-mailing-list at nwhs.org 
  To: nw-mailing-list at nwhs.org 
  Sent: Monday, December 13, 2004 9:08 PM
  Subject: Re: 2005 Classic calendar - Glasgow, VA - Frank Scheer's Qsn


  Dr. Frank Shear asks:

  >>
  The upper signal is the
  three-aspect train order signal.  The lower signal is
  the block signal, which is shown in normal position as
  stop.  It was only cleared when the dispatcher
  authorized a train into a block and the operator at
  the next station beyond had its block signal as stop. 
  Correct?
  <<

  The Train Dispatcher set up the train orders and took the OS's.  The operators "worked block" for trains between their adjoining block stations.  The dispatcher had enough responsibilities without getting involved in the blocking of trains.

  On most railroads, the only case where the Train Dispatcher would be involved in "blocking trains" was that he was required to give approval for the issuance of "Permissive Cards" (i.e. a Clearance Card permitting a train to move on "permissive block" indication.)  

  Generally "Permissive Block" is given for a second train to enter a block and follow a train moving in the same direction.  But it can also be given to opposing trains which are to meet by schedule or train order at a "blind siding" somewhere between two adjacent block stations.

  As I recall, the N&W required the Train Dispatcher to approve Permissive Cards.

  In the old days, each station had one semaphore signal in each direction, and it was referred to as the "station signal."  It was used for a number of things simultaneously:  (1) to hold trains, (2) to space trains ten minutes apart, (3) to indicate whether or not train orders were to be received and the condition of the manual block (if any.)

  In the very old days, there was no such thing as "block."  Trains simply proceeded on their rights under the timetable or train orders, and observed Rule 99 for rear end protection !  I've always wondered when the N&W implemented the manual blocking of trains system wide, but have never found the answer.  I'd guess it was in the 1880s.

  Now, let's whet your appetite on the top arm (train order signal).  Why would it be capable of displaying three aspects?  Any guesses...?

  -- abram burnett


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