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A four car DMU set bound for Pwllheli, approaches the signal box and level crossing at the former Carno Station in 1985, situated between Machynlleth and Newtown. The box, a GWR Type 25 was second-hand here in 1928, and by this date had no lever frame, the crossing and signals being controlled by an outside Ground Frame. The well-preserved structure being used solely as accomodation for the Crossing Keeper but was done-away with when the crossing was converted to automatic half-barriers in October 1989. The station at Carno had closed to passengers in June 1965.
Barlby Signal Box was opened by the North Eastern Railway on the 6th of November 1898, it was relegated to a crossing box on the 22nd of July 1972 when Selby West took complete control of the loop lines. Barlby is located in the center of a busy Industrial Hub surrounded by Buildings belong to BOCM Pauls.
The majority of the BOCM site is derelict and out of use barring a small area to the left of the photo which remains active, the Selby Potters group are also active in this area, there goods yard is located directly behind where I'm stood taking this photo. I didn't know about this hidden little box until a few days ago when I was riding past! Even after been local to Selby for years. The BOCM Pauls site was once known as Olympia Mills and even to date you can find clues of the Mills old name, their is the Selby Olympia Football team, the Olympia Pub as well as Olympia Street!
This old CTC signal bridge stood over the EVWR line in Carmi IL until being torn down in spring 2013, even though the CTC was discontinued over 20 years ago. This is where the L&N St Louis main line and the old NYC Egyptian line came together through town. CSX downgraded this L&N route in 1989 to a branch line. After this the searchlight signals along the route west of Mt Vernon IN were all shut off except at interlockings, but very few of them were ever removed or even turned away from the tracks. From 1989 to 2011 a triweekly local was about the only traffic through here. In 2013, EVWR now often runs 2 or 3 loaded coal trains and 2 or 3 empties a day through here in addition to the local and occasional grain trains. The coal through here comes from Sugar Camp, Pond Creek and Deer Run mines and is delivered to Sitrans barge terminal. The new White Oak mine coming online this year will probably also ship some coal this way.
Rome's Trastevere district gets its name from the Latin trans Tiberim, referring to the area's location across the Tiber River from the ancient city. The six-track Roma Trastevere station is served by frequent suburban service, including the trains to Fiumicino Airport, and is also served by trains to more distant locations along the Mediterranean coast north and west of Rome.
This Trenitalia suburban train's green and red colors sparkles in the late afternoon sun as the train has just passed Trastevere's departure signals before crossing the Tiber River en route for the other end of the Eternal City.
Der Signal Iduna Park, bis 2005 Westfalenstadion wurde zwischen 1971 und 1974 für die Fußball-Weltmeisterschaft errichtet. Seitdem wurde es in insgesamt vier Ausbaustadien von ursprünglich 54.000 auf über 80.000 Plätze ausgebaut. Die Architekten waren: 1971–1974: Hochbauamt Dortmund; 1. und 2. Ausbaustufe: Ulrich Drahtler/GSP Dortmund; 3. Ausbaustufe: Architekten Schröder Schulte-Ladbeck;
4. Ausbaustufe WM 2006/weitere Umbauten und Erweiterungen: Planungsgruppe Drahtler GmbH, Dortmund.
de.wikipedia.org/wiki/Signal_Iduna_Park
Signal Iduna Park was built in 1971-74 for the Football World Championship in 1974. Until 2005 named Westfalenstadion it was extended in four steps from 54.000 to more than 84.000 guests. Architects were 1971–1974: Hochbauamt Dortmund;
1st und 2nd extension: Ulrich Drahtler/GSP Dortmund; 3rd extension : Architects Schröder Schulte-Ladbeck;
4extension WM 2006 Drahtler GmbH, Dortmund.
This is a collection of signal mirrors that either have retroreflective aimers (blue text), or an aimer that looks like the others, but doesn't produce the aiming guide "fireball" the others do when trying to signal at a rescue plane. This photo is in sunlight - for a matching indoor photo taken by flash (to highlight the retroreflective material) see the photo: Flash Photo of signal mirrors .
For more on this issue, read Doug Ritter's article: "WARNING: Phony Glass Signal Mirrors" at Equipped to Survive: www.equipped.com/phony_signal_mirrors.htm
This is train 643 splitting the signal bridge just east of Park Ridge, IL.
I spent many an afternoon at this spot, beginning as a youngster who was captivated by C&NW's E8 and F7 fleet pulling long trains of yellow and green bi-level coaches filled with homeward-bound commuters.
The E and F units are long gone. The C&NW is gone. And so are most of the C&NW bi-level coaches that were part of the revolution in C&NW's commuter service in the late Fifties.
Under new management led by Ben Heineman, C&NW dieselized its suburban service virtually overnight simply by rearranging its existing diesel fleet. Before Heineman, a trip on the C&NW's commuter service meant a ride on elderly and decrepit heavyweight coaches that were either too hot or too cold, and which were filthy from the cinders spewed from the stacks of the cantankerous old steam engines that pulled the trains.
Under Heineman, C&NW invested heavily in its commuter service by purchasing a fleet of electrically heated and cooled bi-level coaches with seats for some 160 commuters and set up for push-pull operation. Dubbed by C&NW as "Commuter Streamliners", a commuter service that had been an embarrassment became a point of pride for the railroad and was considered among the best commuter operations in the nation.
Some 40 years later, the service operates under the Metra name. C&NW is gone, but its successor Union Pacific maintains the infrastructure and mans the trains on this line. Only the hallmark pink C&NW ballast and iron gantry signal bridges with their unique-to-C&NW sideway signal heads remain as they did in days past.
I can't imagine how many times I stood at this same spot waiting for signal C724 to drop to yellow and then red to herald the approach of yet another express commuter train. Today's service runs on virtually the same timetable as it did 30 years ago, so in my mind's eye, it is easy to see this same train – the 5:20 departure from Chicago – as it was in my teenaged years when the sight was of an E unit wearing C&NW's English stagecoach yellow and apple green colors, sweeping beneath this same signal bridge at 50 mph and – if I was lucky – blowing its single-note horn for the crossing.
The former Cambrian Railway signal box at Penmaenpool - which has been saved and now serves as a bird watching and nature observation post. There are no external steps and entrance to the upper floor is via an internal staircase accessed from the locking room below (well worth a visit if you are in the area).
58RM passes the Kensington Signal Box. The Signal Box was commissioned in 1918 and for many years the points and signals were controlled by a lever frame and also a switch panel was also in there to control Newmarket Junction.
Now all signalling is controlled by computer based interlocking and interface in the signal box.
58RM Stopping All Stations to Seymour 2015.
While this could be anywhere, it's actually a train signal light 180 degrees from the previous post (Rails) in the Banff National Park, Banff, Canada
Der Signal Iduna Park, bis 2005 Westfalenstadion wurde zwischen 1971 und 1974 für die Fußball-Weltmeisterschaft errichtet. Seitdem wurde es in insgesamt vier Ausbaustadien von ursprünglich 54.000 auf über 80.000 Plätze ausgebaut. Die Architekten waren: 1971–1974: Hochbauamt Dortmund; 1. und 2. Ausbaustufe: Ulrich Drahtler/GSP Dortmund; 3. Ausbaustufe: Architekten Schröder Schulte-Ladbeck;
4. Ausbaustufe WM 2006/weitere Umbauten und Erweiterungen: Planungsgruppe Drahtler GmbH, Dortmund.
de.wikipedia.org/wiki/Signal_Iduna_Park
Signal Iduna Park was built in 1971-74 for the Football World Championship in 1974. Until 2005 named Westfalenstadion it was extended in four steps from 54.000 to more than 84.000 guests. Architects were 1971–1974: Hochbauamt Dortmund;
1st und 2nd extension: Ulrich Drahtler/GSP Dortmund; 3rd extension : Architects Schröder Schulte-Ladbeck;
4extension WM 2006 Drahtler GmbH, Dortmund.
Taken 22/07/12: I was in Wool for the D’Urberville Dash 10K and took the opportunity to snap the signal box (incidentally the Station Building must be one of the ugliest on the National Network). Based on the following from the SEG web-site, this may have been a timely snap:
“Next year [2013?] the line between Parkstone and Weymouth will be re-signalled, with control then from Basingstoke ASC. Signal boxes to be closed are Poole, Hamworthy, Wareham , Wool and Dorchester South. … Wool … dates from the 1890s and appears to have original frames. … [and has] been altered over the years … the Network SouthEast extension … is far from sympathetic to the original structure."
Looks like I’ll have to try and get to Poole and Hamworthy in the near future.
CP Perry at the apex of the wye with NS's Port Road is protected by what Amtrak refers to as "Position Color Light" signals.
New signals on Couch St. downtown, including Portland's first ever "pedestrian scramble signal" at 11th and Couch.
While pawing through a box of "Stuff" at IRM today, I discovered this rare Chicago St Paul Minneapolis & Omaha RR (A C&NW Subsidiary until 1957 or 1958) rule book from October 1930. As Jon Roma can explain once he sees this (And recovers his shock) Banjo Signals were about the 1st "Color Light" type signals in the US and were introduced in the very early 1900's. They were replaced by both semaphore signals and color "Searchlight" signals in later years and were mostly gone from the C&NW Family by 1930. But enough were still in existence that the CMO had to retain the rules covering them in their 1930 rule book. By this time, Banjo Signals were getting quite rare.
I have never seen one in person and this is one of the very few times I have seen them shown in an operating rule book.
www.flickr.com/photos/signalcycles/
HT detail of Mr. Cardinals personal townie bike. Powder coated with liquid details buried between layers of powder. Just a great color selection all around. Also, check the lugs on the rack.
Taken in October 1992: From looking at the internet, it seems Deganwy Signal Box dates from 1936 and was a LNWR signal hut erected on a brick base. I believe that as the date of uploading (September 2014) the box is still in use.
Dating from 1920, the former Midland & Great Northern Railway signal box at Cromer was closed when resignalling took place in 2000, transferring control to Trowse Bridge, Norwich. The box is now preserved. Class 156 dmu no. 156409 approaches with 2S51, a Bittern Line service from Sheringham to Norwich.
Light and Morse Code were used to communicate day or night.
USS Turner Joy, a museum ship in Bremerton, Washington. This Forrest Sherman class destroyer was commissioned in 1959, saw war service in Vietnam, and has been at this location as a museum ship since 1991. Her claim to fame is her participation, with the USS Maddox (DD 731), in the Gulf of Tonkin Incident which the President Johnson administration staged in 1964 to justify a greatly expanded US participation in the ongoing war between North Vietnam and South Vietnam.