View allAll Photos Tagged signals
now out of use
taken today
note that the old crossing is also now gone with the gates now fenced off and locked
The view south from Bewdley station, Severn Valley Railway with a number of fine Great Western Railway lower quadrant signals and in the distance Bewdley South Signal Box, 25th September 2015.
These are known as
compensating signals of the semaphore type.
or
mechanical dwarf semaphore
Dwarf signal
or
Jack.
Or just plain cool.
.
S&T teams are seen installing the switching equipment for the new signalling at Gilberdyke as 66758 hurries past the existing semaphores with 6D09 10:15 Hull Coal Terminal - Ferrybridge Power Station on 25th January 2018.
The signalman at Pottington hangs precariously out of his box window; instead of using the stand provided; to hand-over the token to an approaching DMU from Ilfracombe, for the short single line section to Barnstaple Town, which can be seen to the rear of the box. The structure was literally built on the bank of the Taw estuary, and although the waters are tranquil on this day, they must have been very rough at times at this exposed location and the box somewhat draughty. The structure is an LSW Type 3b stone-to floor box which opened on 4th August 1890 when the section between here and Braunton was doubled. It possessed a Stevens & Sons Tappet frame of 19 levers and originally the single line to Barnstaple Town was worked by Tyer's No.3 tablet, later replaced by Key Token. With the singling of the line to Ilfracombe in December 1967 using the former Up line, Pottington was reduced to ground frame status to oversee the adjacent swing bridge. It closed for good along with the Ilfracombe branch on 5th October 1970
Class 47 47142 waits at signals at the junction outside Chester station with a Trafford Park to Holyhead freightliner . 30/06/1979
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission
Looking north east towards the LC and SB at Philadelphia on 6 October 1971.
Part of the loco shed is visible beyond the LC.
The LC was on the A182 at NZ334522.
Documentary shot: 66186 passes Pontrilas signal box working the Dee Marsh - Margam 6V75 empty steel. The charming little signal box at Pontrilas has been in operation for 134 years and dates back to 1880. It is a McKenzie & Holland design which had 42 lever frames in 1910 and now has 14 operating levers. It is an important signal box between Abergavenny and Hereford that controls freight and frequent passenger trains passing along the Welsh Marches Line. It also manages an important northbound loop, which acts as a relief line for freight traffic.
Traffic signals along the light rail routes in Camden use red, yellow and green for vehicular traffic and white for the rail line.
Signal Cg 22 displays a kör (Proceed) indication, welcoming train 18924 into Swedish territory from Norway, at the boundary near the Norwegian town of Magnor and the Swedish town Charlottenberg.
I am standing in Norway and shooting a signal that lies only a couple meters on the Swedish side of the frontier. There is a relay case and pair of insulated joints that forms the demarcation point between the signaling systems of the two nations. Out of frame to the right is a large sign marking the border that train passengers can see from their train's windows. Farther out of frame is the Swedish-Norwegian peace monument commemorating the bond between the two neighboring Scandinavian nations.
The only formality when crossing from one country to the other is that trains coast across the electrical section break separating the catenary systems of the two nations.
The train for which this signal is displayed (and the sign marking the national border) can be seen in an image looking west into Norway from the Swedish side of the frontier.
Signal Cg 22 only displays red and green; an eastward signal on the Norwegian side of the border serves as its distant signal. Likewise, a westward signal inside Sweden serves as distant for the signal governing movements into Norway, which is mounted back-to-back with Cg 22.
Train 18924 is Saturday-only Oslo, Norway to Karlstad, Sweden train on what is a roughly three and a half hour journey, with all but about 45 minutes of the trip being within the Swedish province of Värmland.
Statesville, NC. March 2022.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com
A clear signal is displayed on the new LED mast for the approaching MBUMHS-31 just before sunset in Grand Saline. Photo September 3, 2016.
this signal is in Clarksburg, West Va. It does not look lit, maybe some of the folks from the area can give me more information on it. Made for an interesting photo op. Former B&O line now CSX
11 March 2010. Berkeley, CA.
Signal bridge on the Union Pacific Railroad (former SP Cal-P line, the westernmost segment of the original transcontinental railroad) at Gilman Street, Berkeley, CA.
Part of a series showing different signal "aspects" that control train movement. This signal is modified by two special features. The number plate identifies it as a "permissive" signal; when the signal is red, trains can stop and then continue at reduced speed. The "C" means that passenger trains are permitted to move ahead at higher speed than freight trains under certain conditions.
The yellow signal on the right indicates "Approach", which means that trains can proceed ahead at reduced speed but must be prepared to stop at the next signal.
Nikkor 24mm/3.5 PC-E lens (@ f/6.3), Nikon D3x camera (@ ISO 160).
No emulsions were harmed in the making of this image.
0798
Just along from the Station, the signal box added in 1942 to a wartime design, the only one to survive on the route.
© Brian Callahan 2010 All rights reserved.
Railroad near Woodward Heights Ave. in Ferndale Michigan.
Image made on the CSX Monon Subdivision near Linden, Indiana. The signal on the other side is 138.4.
The Grand Teton mountain range sits majestically on a bright Fall Morning,unfortunately the prescribed burn was under way resulting in this smokey layer across the valley which would eventually obscure the mountains.
Photographed from the peak of Signal Mountain.
This is the west end of Llanelli station, I am stood on the 'up' platform on 24 March 2018 as Arriva Trains Wales Class 175 numbered 175001 passes 'Llanelli West SB' whilst working train 1V36, the 07.30 Manchester Piccadilly to Carmarthen.
The 'box now no longer only operates the barriers here, as both those east and west of the station are operated from Port Talbot, as are the signals.
Small signal house build as a study in techniques and colours for a Landerbahn (small branch line) station I hope to realise.
Repair crew with a clumsy intern working on a broken cable.
Class40 40183 waits at signals at the south end of Preston station. 10/02/1982.
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission
An Indiana & Ohio train awaits a signal to take the main of the CSX Toledo Subdivision in Ottawa, Ohio. In the foreground is a venerable dwarf signal.
just west of forest hills an original prr signal bridge with amber position light signals shines late saturday night.
Several weeks ago I began the restoration on this 1983 300D Turbo Diesel Sedan. It's Signal Red with Palomino Leather, one owner, with a sunroof and only 108,000 original miles since new. It's not too often you find a W123 in Signal Red. She's a perfect fit for her new owner!
A Liverpool bound service passes Maghull signal box circa 1990/91.
The box at Maghull was a S&F type 7 box built in 1875 & originally fitted with a 19 lever S&F frame.
The S&F frame was removed & Maghull box was refitted with a 28 lever L&Y frame in 1909 in connection with the electrification works.
The gated crossing was replaced in July 1977 by the BR(WR) type barriers seen here.
Around the time this photo was taken Maghull was a class"B" signal box serving as a block post with a trailing crossover.
Maghull at this time worked AB (Absolute Block) to Town Green in the Ormskirk direction & AB to Walton Junction in the Liverpool direction as well as supervising the adjacent level crossing.
Maghull signal box was closed & abolished (along with the boxes at Town Green & Walton Junction) in February 1994 under stage one of the Merseyrail northern lines resignalling with control of the level crossing passing over to Merseyrail IECC at Sandhills.
6201 Princess Elizabeth from inside the signal box at Crewe Heritage Centre, October 2010 but could be anytime
The Grade II Listed Norwich Railway Station (formerly Norwich Thorpe Station), Norwich, Norfolk. The station is the northern terminus of the Great Eastern Main Line from London Liverpool Street. It is also the terminus of railway lines from Cambridge, Sheringham, Great Yarmouth and Lowestoft.
At one time there were three railway stations in Norwich. Norwich Thorpe which is the current station now simply named Norwich - though still known locally as "Thorpe Station", Norwich Victoria which was once the terminus for certain passenger services from the London direction until 1916 as well as a goods station until demolition in the 1970s, and Norwich City which was the terminus for the Midland and Great Northern Joint Railway line from Melton Constable which closed in 1959.
The original station was opened by the Yarmouth & Norwich Railway (Y&NR) which was the earliest railway in Norfolk, England. Its Act of Parliament of 18 June 1842 authorised the issue of £200,000 worth of shares to build a line between the two, via Reedham and the Yare valley. The Chairman was George Stephenson and the Chief Engineer was his son Robert. Construction started in April 1843 and the 20.5 miles were completed in a year, with an inspection/inaugural run on 12 April 1844 and a ceremonial opening on 30 April 1844, followed the next day by the beginning of regular passenger services.
The Norwich and Brandon Railway arrived in the station in 1845 and this offered a route to Liverpool Street via Cambridge and Bishops Stortford. Four years later the Eastern Union Railway started services to Norwich Victoria and two years later services from Ipswich started serving the better placed station. By the 1860s the railways in East Anglia were in financial trouble, and most were leased to the ECR; they wished to amalgamate formally, but could not obtain government agreement for this until 1862, when the Great Eastern Railway (GER) was formed by amalgamation. Thus Norwich Thorpe (and Victoria) became GER stations in 1862.
With traffic growing it was apparent a new station was required and this was built to the north of the original station in the 1880s and is the structure standing today. The old terminus then became part of expanded goods facilities. The new station was built by Messrs Youngs and Son, of Norwich, from designs by Mr J Wilson, the company‘s engineer, at the cost of £60,000. It had a circulating area with a high ceiling and the roof was supported by ironwork supplied by contractor Barnard Bishop and Barnard. The roof extended partly down the platforms which were then covered by canopies for part of their length. There were initially five platforms and engine release roads between platforms 2 and 3 and 4 and 5. These allowed the locomotive to be detached from the train without the need for a shunting locomotive (known as a station pilot) having to shunt the carriages out of the station. The attractive station building was built around a central clock tower (the clock was supplied by Dixons and Co of London Street Norwich) with two storey matching wings either side. A portico was built onto the clock-tower section.
On 1 January 1923 the GER amalgamated with several other railways to form the London & North Eastern Railway as a result of the Railways Act 1921 which saw many of the 120 railway companies grouped into four main companies in an effort to stem their losses. During World War II the station was bombed in June 1940 and April 1942.
The nationalisation of Britain's railways saw the operation of Norwich station pass to British Railways Eastern Region. Platform 6 was added in 1954 and in 1955 a modern booking hall was added. During the late 1950s steam was phased out from the East Anglian Network as diesels took over.
When the station closed briefly for electrification works by the Eastern Region in 1986, Trowse railway station, a disused suburban station, was put back into service as the temporary terminus of the line. It closed again when Norwich re-opened. The signalling was also modernised at this time and the track layout simplified.
Kirkham Station signal box. Saturday 16 November 1974
The signal box was closed on Sunday 16 November 1975 and demolished mid-late January 1976
Photograph copyright: Ian 10B. Slide No.1517
All my signals except the GRS L signal connect to the Cabinet through 3/4" conduits. I only planned on having three signals installed, so when I wanted to add more I installed two underground junction boxes. The US&S H-2 searchlight dwarf has the cabinet because I dont have it connected to the main cabnet yet. The GRS SC is waiting for a much taller mast, the GRS L signal might go or might stay, not sure.
GRS L Signal: This signal is a dwarf signal. It was damaged and replaced after a derailment. I installed a GRS D base on it and put it on a short mast. Something a railroad might do......
GRS MD Signal: This signal was controlled from Carrol Street Tower which was the South Approach to the Municipal Bridge. Originally the dwarf had purple as the lower aspect but was later changed to red. This signal has two 110AC transformers to step down the voltage for the 10Vac 14watt signal bulbs. This was installed around the 1930's and still has the City Of St. Louis property tag on it.
GRS SA Searchlight Signal: This signal came from the St. Louis Municipal bridge. The signal was installed around 1940 and was owned and operated by St. Louis. It was removed in the summer of 2006 by the TRRA Railroad. It was signal number 233 which was controlled from Gratiot Tower.
US&S PL Signal: This signal is the newer US&S position light signal that came from Columbus Ohio. It was never used.
Concrete Elevation Marker: This would be between the ex-NYC tracks and the ex-Wabash tracks just south of Lenox tower. The ex-NYC track had a 1-degree, 0-minute curve that began 47 feet north of Lenox Tower and ended 561 feet south of Lenox Tower or 233 feet north of the old IT overhead bridge. The ex- GM&O track had a parallel track on the west side of the NYC track that had a 1-degree, 10-minute curve. The ex-Wabash track had a 2-degree plus curve going in the opposite direction located in the same vicinity. The concrete marker that you found with "E 3 ¼" on one side and "1° 00" was in all probability a curve marker for the NYC track indicating a 1 degree curve with a super elevation of 3.25 inches.
GRS SC Searchlight Signal: This signal was on the KCS and was at MP 227.9
Griswold Rotation Stopsign: This signal came from the C&NW in Fairfax MI.
Cast Iron END OF BLOCK Sign: Found this in a creek in Sauget Illinois.
US&S H-2 Triple Stack Searchlight Signal: This signal came from Kansas City Terminal.
US&S Subway Signal: This signal came from the Chicago Area and was used on the CTA. This originally was two signals.
Signal Peak greets you as you enter southern Utah on Interstate 15, the snow on the mountains really brings out the red in the foothills around St. Georges, Utah. I couldn't find a place to get off the highway, so this is a quick snap from the side of the road. Not my smartest move, but I couldn't pass it up.