t ENERAT RAIuilAI S IGNAT MPANY

PAiTPHtET 75O
RAILWAY SIGNAL
SYSTEMS
G-R-S automatic block signals on the Denver and Rio Grande Western.

Copyright 1952, General Railway Signal Company, Rochester, N. Y.

Printed in U. S. A.
 o o

PAMPHTET 75O

SEPTEMBER 1952

ENERAL ILWAY IGNAL MPANY

P. O. BOX 600, ROCHESTER 2, NEW YORK, U. S. A.
Telephone: GEnesee 1483 Coble Address: GENRASIG, Rochester, N.Y.
 CONTENTS
Page
Introduction I
Closed Track Circuit. . . . . 11

Introduction 13

E Iementary principles of operation, l3

D-c. track circuits 15

A-c. track circuits for steam roads . l5

A-c. track circuits for electric roads using d-c. propulsion. . 18
A-c. track circuits for electric roads using a-c. propulsion . . 20
Automatic Block Systems 23
General description. 25
Single -direction operation for multiple track 25
E ithe r -direction operation for single track 28
Multiple -aspect signaling 29
A-c. signaling 31

D-c.signaling,... 32
Additional protection with block signaling 33
Flood detection 33
Fire detection 33
Dragging equipment detection 35
Slide detection 35
Protection for non-shunting track vehicles. 37
Coded Track Circuit Control. 4t
General description. 42
Single -direction operation for multiple track 43
Either -direction operation for single track . 44
Interlocking 49
General descriptions 50

4
 CONTTNTS
Page

Mechanical interlocking 55
E lectro -me chanical interlocking 57
Electric interlocking 59
Table interlockers. . 61

Automatic interlocking 61
Relay interlocking. . 63

NX interlocking. . . 7L

Control machines 7t
Entrance knobs, exit buttons, test keys, and indicators. . . . 83

Relays. 87

NX operation 88

A simple route line -up 88

End-to-end route line -up 90

Automatic route selection o,

NX features 94

Remote Control. 99

General description and applications. . . 100

Unit-wire remote control 101

Coded remote control. 101

Factors determining choice of system. 102

Syncrostep coded system 103

Centralized Traffic Control. 105

Train operation before cTc. . . 106

General description of cTc 107

cTc operating benefits 108

The cTc operating picture. LL4

5
 CONTENTS
Page

G-R-S cTc systems t24

Unit-wire system 125
Type F coded system. . . t25
Type H coded system. . . t26
Type K coded system. . . t28
The application of cTc 130
G-R-S carrier control 134

Intermittent Inductive Train Control 139

General description 141

Features. 145

Cab Signals and Continuous Inductive Train Control , 149

General description 151

Wayside circuits and equipment L52

Locomotive equipment, 153

Continuous inductive train control 156

Car C las sification 159
Basic elements 161
Electric car retarders t62
Control of retardation 165
Automatic switching 167
All -electric operation 170
Other features 172
Subway Signaling 175
Introduction 1?6
Automatic signals. 176
Interlocking signals 178
Signal spacing 182

6
 CONTENTS
Page

Timed signals 184

Trainstops...... 184
Switch layouts .aaaa..a 186
Wayside cases 186
Control machines 186

Relay rooms 186

Power equipment 189

G-R-S subway signaling experience. . 189

Highway Crossing Protection. . . aarraa.a 195
Introduction 197
Flashing-lightsignals..... ........... 197
Electricgates.... .... ......... 199
Interlocking and flashing relays . . o . r,, . . . . . . . . . 203
For More Information. a.a..aaaaaaaaaaaaaaaa 205
Statistics . See insert, back cover

7
 INTRODUCTION

The first railroad signaling had a single purpose - to keep trains from
running into each other. Modern signaling still has safety as its funda-
mental purpose, but, in the very methods used to secure and improve
safety, we have found means to make train operation faster and more
efficient. Today, railroads are installing new signaling or modernizing
older signaling as much for the direct economic benefits to be gained
as for improved safety of operation.
This economic approach to railway signaling has brought forth new
signaling systems and appliances specifically designed to facilitate train
operation as well as to guarantee maximum safety.
This pamphlet contains brief descriptions of the principal G-R-S
signaling systems. Most of these systems are described in more detail
in separate G-R-S publications. For more specific information, ask your
G-R-S representative. Addresses are listed on page 205.
For descriptions of G-R-S signaling appliances, ask for Pamphlet 751.

9
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 CLOSED
TRACK
CIRCUIT

SECT!ON IN DEX

Introduction . 13

Elementary principles of operation 13

D-c. track circuits 15

A-c. track circuits for steam roads. 15

A-c. track circuits for electric roads using

d-c. propulsion 18

A-c. track circuits for electric roads using

a-c. propulsion 20

II
 RAILWAY SIGNAT SYSTEMS

SIGNAL
MOTOR
MECHANISM

RELAY

RELAY

SIGNAL TRACK BAITERY

BATTERY

TRACK BAITERY

Figure 1. simplified diagram of closed circuit d-c. track circuit.

t2
 CtOSED IRACK CIRCUIT

INIRODUCTION

All modern signaling systems - block, interlocking, traffic control,

speed control, etc. - are based on the use of the closed track circuit.
The description which follows deals with the fundamentals of several
of the more common track circuits. Before ordering equipment to install
track circuits, you should consult with your G-R-S representative so he
can recommend the most efficient arrangement to f it your requirements.

ELEMENTARY PRINCIPTES OF OPERATION

Figure 1 shows a simplified diagram of two such track circuits, ar-

ranged in succession as they would be in a very elementary block system.
The track is divided into electrically isolated sections by insulated
rail joints. A battery is connected to the rails at one end of the track
circuit, and a relay is connected to the rails at the other end.
As shown by the track circuit in the foreground in Figure 1, when
there is no train on the track circuit, current flows from the battery up
one rail, through the relay coils, and back to the battery through the
other rail. is energized, its front contact* is closed, and
Thus the relay
energy from the signal battery feeds through the front contact of the track
relay to the signal, keeping the signal in its clear position.
When a train enters upon such a track circuit, as shown by the track
circuit, in the background of Figure 1, most of the current from the track
battery flows through the steel 'wheels and axles of the train, as this is a
path of much lower resistance than the multiple path through the coils
ol the track relay. With not enough current flowing through the track

*Front contact and back contact are terms commonly used in railway
signaling to describe relay contacts. A front contact is closed when the
relay is energized; a back contact is closed when relay is deenergized.
I3
 RAITWAY SIGNAT SYSTEMS

relay to keep its armature up, it opens its front contact, thus opening
the signal battery feed to the signal, and the signal assumes its most
restrictive position.
The resistors connected in the battery leads to the track, limit the
discharge current from the batteries,
This is a fail-safe circuit. If a rail breaks, if a battery is exhausted,
or if battery or relay leads from the rails are broken or crossed, the
associated signal will show its most restrictive aspect.
Figure 1 is, of course, a very elementary diagram. An actual track
circuit nearly always includes many lengths of rail. To insure good
transmission of the track battery current to the track relay, these rails
are bonded together, as the connections afforded by the joint bars can-
not be relied upon to furnish a low resistance path. Naturally, track
circuits cannot be operated with metallic ties. There is, even with
wooden ties, some leakage of the track battery current through the ties and
ballast. The amount of this leakage will vary with the nature of the bal-
last, the weather conditions (wet or dry), voltage of the track battery,
and temperature. Another factor to be considered is the resistance of
the rails themselves. This will vary with the weight of the rail and with
the type and condition of the rail bonding. Temperature will also, to a
certain degree, affect both the rail resistance and the relay resistance.
From the foregoing you will see that it is impossible to state accurately
how long a given track circuit may be without knowing the nature of the
factors mentioned: ballast, bonding, rail weight, drainage and temperature
conditions, type and condition of track battery, etc. please note that
estimated Iengths for track circuits in the following sections are based on
a gage of 4 f.eet 8-l/2 inches. Variations from this gage will a.ffect ballast
resistance and, in turn, maximum permissible lengths of track circuits.

t4
 CTOSED TRACK C!RCUIT

D.C. TR.ACK CIRCUITS

Ordinarily, d-c. neutral track circuits, such as shown in Figure 1,
with good ballast conditions and bonding may be from 4000 feet to 6000
feet long.
Any of various kinds of batteries may be used to energize the track
circuit. Present practice is to use primary cells or lead-acid or nickel-
iron storage cells. Usually sufficient track voltage can be obtained from
one lead-acid or nickel-iron storage cell or two primary battery cells. If
large reserve capacity is desired, primary cells are connected in multiple.
If a dependable supply of a.c. is available, d-c. track circuits may be
fed from the a.c. through a suitable rectifier.

A.C. TR.ACK CIRCUITS FOR STEAM ROADS

A-c. track circuits operate on the same basic principle as d-c. track
circuits, except, of course, that a.c. instead of d.c. is fed to the rails,
and the relay is usually an a-c. device.
Figure 2 shows a simple a-c. track circuit with a single-element track
relay, a relay which receives all of its energy from the rail circuit.

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BX NX

Figure 2. Single-element relay a-c. track circuit for steam roads.

r5
 RAITWAY SIGNAI SYSTEMS

Inasmuch as the single-element a-c. track relay is a relatively inefficient

device, such track circuits are Iimited in tength to a maximum of about
1000 feet.
Figure 3 shows an a-c. track circuit with a two element a-c. track
relay. Two-element track relays are so called because they have two
windings, a local winding and a track winding. Both these windings must
be properly energized to cause the relay to close its front contacts.
The local winding is connected to the transmission line. It furnishes
the major part of the energy to operate the relay. The track winding,
sometimes called the control winding, is connected to the rails. Relatively
small changes in the track energy level can thus control the relay.
Where the minimum ballast resistance is not less than 4 ohms per
1000 feet of track, maximum length for a 50- or 60-cycle track circuit
using a two-element relay should not exceed 8000 feet. Where minimum
ballast resistance is as low as 2 ohms per 1000 feet, maximum length
should not exceed 5500 feet. where 100-cycle energy is used, these
maximum lengths should be reduced to 6000 and 5000 feet respectively.
In Figure 3, an adjustable reactor, instead of a resistor, is shown for

BX
NX

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Figure 3. Two-element relay a-c. track circuit for steam roads.

t6
 CTOSED TRACK CIRCU!T

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Figure 4. A-c. track circuit with d-c. relay for steam roads.
the current limiting device at the feed end. In addition to protecting the
track transformer from excessive current, the adjustable reactor is
a means of producing a phase shift between the local and track windings
of the two-element re1ay. The ideal phase relation between the local and
track windings is usually 90 degrees phase displacement.
Figure 4 shows another type of a-c. track circuit where a.c. is fed to
the rails but a d-c. relay is used. A copper-oxide rectifier, connected
between the relay and therails, makes it possible to utilize the d-c. relay.
With good ballast conditions, such track circuits may be approximately
2000 feet long.

l7
 RAITWAY SIGNAT SYSTEMS

LEY

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Figure 5. Single-rail a-c. track circuit with d-c. propulsion.

A.C. TRACK CIRCUITS FOR ETECTRIC ROADS

USING D-C. PROPUTSION
Here the problem is to isolate track sections as required for track
circuits and yet not interfere with the propulsion return current which
must flow from one section to another. This may be done in two ways,
by using: (a) single-rail track circuits, wherein the insulated joints are
rail being left electrically continuous
provided in only one rail, the other
for the propulsion return current, or (b) double-rail track circuits with
reactor bonds to carry the propulsion current around the insulated joints
yet restrict the flow of the signal current from one side of the track circuit
to the other and from one track circuit to another.
Figure 5 shows the single-rail track circuit. Note that the series
path through the track transformer secondary, the signal rail, and the
relay is in multiple with the propulsion-return rail. If this series path

I8
 CTOSED TRACK CIRCUIT

is of low resistance, considerable propulsion current will flow through

it, possibly damaging the transformer or relay windings. The resistors
are used to limit the flow of propulsion current through this path. The
balancing impedance also serves to keep the propulsion d.c. from inter-
fering with the operation of the a-c. track relay.
Single-rail track circuits of this type have the disadvantage of con-
fining the propulsion-return current to one rail, or of requiring an addi-
tional return conductor to be run parallel to the track. Poor bonding of
the return rail may also forCe excessive propulsion return current through
the track transformer secondary and through the relay windings. Such
track circuits are usually limited in length to about 1000 feet.
Figure 6 shows the double-rail a-c. track circuit for use with d-c.
propulsion current. Here reactor (impedance) bonds allow the propulsion
current to flow around the insulated joints but restrict the flow of the
track circuit current.
Figure 7 shows bonds with two windings, connected like an autotrans-
former. The energy is fed to the rails in series with an adjustable capa-
citor. This capacitor is used to set the track circuit at approximate
resonance, and it also acts as a current limiting device when the track
circuit is occupied"
At the relay end, a similar bond and capacitor are provi.ded and adjusted

BX

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BX NX
NX

Figure 6. Double-rail a-c. track circuit with d-c. propulsion.

t9
 RAILWAY SIGNAT SYSTEMS

so that the rail to rail impedance is a maximum at the track circuit

frequency.
When properly adjusted, this arrangement will maintain its shunting
characteristics over a wider range of ballast resistance and wiII have
lower resistance in the propulsion circuit than can be had with single-
wound bonds such as shown in Figure 6.

A.C. TRACK CIRCUITS FOR ETECTRIC ROADS

USING A-C. PROPULSION
When alternating current is used for propulsion, the track circuits
should be operated from a different frequency, a frequency as much higher
than the propulsion frequency as it is economically practical to have
it - bearing in mind the increased energy consumption of the track circuits
at higher frequencies. In selecting the two frequencies to be used, care
must be taken to separate the signaling frequency asfar as possible from
not only the basic propulsion frequency but also from certain harmonics
thereof. Your G-R-S representative will, at your request, make specific
recommendations on frequency separation based on your particular
operating conditions.
A satisfactory arrangement for a-c. propulsion is the double-rail
track circuit with reactor bonds, very similar to the circuit shown in

BX

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BX NX

Figure 7. Double-rail a-c. track circuit for electric roads with d-c.
propulsion, showing use of condenser with reactor bonds,
20
 CTOSED TRACK CIRCUIT

Figure 6. The reactor bonds operate on the same principle as for d-c.
propulsion except that they are smaller, as a-c. propulsion voltages are
usually higher and the currents the bonds must carry are correspondingly
Iower. Unbalancing troubles are less likely to occur than with d-c. pro-
pulsion, as the bonds tend to automatically balance the load between the
two return rails.

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 AUTOMATIC
BTOCK
SYSTEMS

SECTION INDEX

General description . . 25
Single -direction operation for multiple track 25
E ither -dire ction operation for single track . 28
Multiple-aspect signaling . . 29
A-c, signaling . 31
D-c. signaling . . 32
Additional protection with block signaling 33
Flood detection 33
Fire detection . 33
Dragging equipment detection . , 35
Slide detection . 35

Protection for non-shunting track vehicles 37

23
 RAITWAY SIGNAT SYSTEMS

n
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Figure 8a. Absolute

permissive block signals
on the Canadian Pacific
Railway provide either-
direction operation on
single track.
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Figure 8b. These New York Central System tracks have automatic block
signals arranged for single-direction operation.
24
 AUTOMATIC BTOCK 5Y5TEMs

GENTRAL DEsCR,!PTION
An automatic block signal system is a series of consecutive blocks
governed by block signals usually operated by electricity and actuated
by a train or by certain conditions affecting the use of a block.
A block signal is a fixed signal located at the entrance to a block to
govern trains entering and using that block. A fixed signal is a signal
of fixed location indicating a condition affecting the movement of a train.
An automatic block system may be for single or for multiple track.
In the single-track system, the track is signaled for train operation in
both directions. In the multiple-track system, the tracks are usually
signaled for train operation in one direction only. Sometimes traffic
conditions are such that it is worthwhile to have one or more of the tracks
signaled for train operation in both directions.

SINGTE-DIRECTION OPERATION FOR TULTIPIE TR.ACK

The purposes of automatic block signal systems for single -direction
operation are:
1. To protect against collision between following trains.
2. To increase track capacity by safely permitting closer spacing of
following trains.
3. To warn of broken rails, misplaced switches, etc.
Automatic block signal systems for single-direction operation should
meet the following requirements:
1. The apparatus shall,so far as possible, be so installed and circuits
so arranged that failure of any part of the system affecting the
safety of train operation will cause all signals affected to give the
most restrictive indication that circumstances require.
2. Signals shall be located uniformly, preferably to one side of and
adjoining the track to which they refer.

25
 RAITWAY SIGNAT SYSTEMS

WEST EAST
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NO TRAINS

I 9 29 45 55

'oa F- --O *€ t@O '--a

t2 20 28 38 46 56
WESTBOUND TRAIN APPROACHES

I I 9 29 7 45 55

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56
EASTBOUND IRAIN APPROACHES BLOCI( WESTEOUNO TRAIN APPROACHES SIDING

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56
EASTBOUNO TRAIN ENTERS BLOCK WESTEOUND TRAIN SIOPS TO THROW SWITCH

Figure L Sequence of operating events in absolute permissive block

system. Signals are shown spaced braking distance apart
for following moves.
26
 AUTOMATIC BTOCK SYSTEMS

WEST EAST
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EASTBOUND TRAIN occuPrEs BLOCK WESTBCXJND TRAIN WAITS ON SIDING

r9 .37 45 55

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WESTBOUND TRAIN LEAVES SIDING
EASTBOUNO TRAIN CLEARS WEST SIDING SWITCH

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Foa F-- *-a F-O '@a -{

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WESTBOUND TRAIN OCCUPIES BLOCK EASTBOUND TRAIN DEPARTS

og CEg od 7 45 55

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WESTEOUNO TRAIN ABOUT TO LEAVE BLOCK EASTBOUND TRAIN DEPARTEO

.lf cf9., 03 od '/-*,. 45 55

Foa F- --a F-a 'oa

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WESTBOUNO TRAIN DEPARTED FROM BLOCK

27
 RAITWAY SIGNAI SYSTEMS

3. Signa1 indications shall be given by colored lights. A single white

light shall not be used for a proceed indication.
4. Signals shall be spaced at least stopping distance apart, or, where
not so spaced, an equivalent stopping distance shall be provided
by two or more signals arranged to display restrictive indications
approaching the signal where the train has to stop.
5. Signals shall be automatically controlled by continuous track circuits
on main track and on other track where medium speed is permitted.
Such track circuits, one or more as required, shall extend through
the entire block.
6. Signals governing movements over switches shall be so controlled
that proper restrictive indications will be displayed when one or
more such switches are not in proper position.
G-R-S signal systems and appliances meet or exceed these and all
othqr specifications for such systems and appliances as set forth by the
Signal Section of the Association of American Railroads.

EITHER..DIRECTION OPERATION FOR SINGLT TRACK

The purposes of automatic block signal systems for either -direction
operation are:
1. To protect against collision between following trains.
2. To protect against collision between opposing trains by preventing
display of signal indications that would permit opposing trains to
enter or occupy the same block at the same time.
3" To increase track capacity by safely permitting closer spacing of
following trains.
4. To protect against conditions caused by broken rails, misplaced
switches, etc.
The same requirements apply as for multiple-track systems except
that signals shall be so arranged and controlled that proper restrictive
28
 AUTOMATIC BTOCK SYSIEMS

indications will be provided to protect both following and opposing move-

ments.
Absolute permissive block signaling, a G-R-S development, is a system
in which trains may follow each other from block to block as though with
multiple-track, single -dir ection, automatic block signaling. Opposing
train movements are governed by absolute or "stop-and-stay" signals,
the block for which extends from siding to siding. For following move-
ments, the track between sidings is divided into two or more blocks, as
traffic conditions may require. Entry into these blocks is governed by
intermediate signals. These are also commonly called permissive signals,
as ttstop; then proceed" is their most restrictive indication.
Figure 9 shows what happens when one train meets another in abso-
lute permissive block signaling territory. The initial entry of a train
into a siding-to-siding block causes all opposing signals (including the
absolute signal at the opposite end of the block) to display their most
restrictive aspects. This establishes the direction of traffic. As the
train advances, the signals in its rear change from red to yellow to green,
thus enabling following trains to follow as iJ the main track were one of
a multiple-track line. After the train has passed out of the siding-to-siding
block, the absolute signal permitting a train to move in the opposite di-
rection will clear. This train will then in turn establish an opposite di-
rection of traffic, and other trains may follow it.

MUTTIPTE.ASPECT SIGNATING
Multiple-aspect signaling is the term generally applied to 3-block,
4-indication and to 4-block, 5-indication signaling. Figure g shows
the 2-block, 3-indication systeml that is, two blocks ahead must be
clear before a signal can display a clear aspect. Figure 10 shows 3 -block,
4-indication signaling compared with the 2-block, 3-indication system.

29
 RAITWAY SIGNAT SYSTEMS

As shown in Figure 10, with 3-block, 4-indication signaling a train can

proceed on clear indications closer to the preceding train than is possible
with the 2-block, 3 -irdication systeml yet stopping distance is equal inboth
systems.
Multiple-aspect signaling uses more signals and spaces them closer
than the 2-block system. It gives enginemen information more frequently
and thus allows trains to follow more closely. You get greater track
capacity and faster average train speeds.

MINIMUM DISTANCE AT WHICH FOLLOWING

TRAIN CAN RECEIVE CLEAR INOICATIONS
WITH 2-BLOCK ,3- INOICATION SIGNALING,

Following lroins moy

odvonce io he.e be-
fore receiving o STOP
indicolion.

F{ F--o ,r{ F{
CLEAR hppaoacH STOP

STOPPING DISTANCE

lt'd APPROACH
tP EP '.o
APPROACH STOP
MEDIUM

Following lroins moy

odvonce lo here b€-
forc recciving o STOP
andicotion

MINIMUM OISTANCE AT WHICH

FOLLOWING TRAIN CAN RE.
CEIVE CLEAR INOICATIONS
wrTH 3-ELOCK , 4- tNotCA-
TION SIGNALINO.

Figure 10. Typical spacing of trains with 2 -block, 3 -indication signaling

(top) compared with 3-block, 4-indication signaling.
30
 AUTOMATIC BTOCK SYSTEMS

Multiple-aspect signaling is widely used to meet conditions such as

these:
1. Heavy traffic.
2. Steep descending grades.
3. In approach to interlocking plants where interfering movements
or speed resirictions may delay traffic.
4. Where a few trains (such as modern high-speed passenger trains)
travel much faster than the rest of the traffic.

A-C. SIGNATING
G-R-S automatic block signal systems are available for operation by
alternating current or by direct current, whichever better suits the re-
quirements of the installation. Alternating current signaling may be
used for the following reasons:
1. Electric railways use a-c. track circuits so that the propulsion
current will not interfere with the signal system.
2. Foreign currents (from parallel electric lines, etc.) have less effect
on a-c. track circuits than on steady-energy d-c. track circuits.
3. When a.c. is required for the track circuits, it is usually more
convenient to use it to operate all other functions too.
The main parts of any a-c. signaling system are:
1. Energy supplies, main and reserve.
2. Transmission line.
3. Line transformers with protecting equipment, such as fused cutouts,
lightning arresters, etc.
4. Signals.
5. Signal-control line with circuits and appliances such as relays,
arresters, etc.
6. Traek circuits with track relays, transformers, current limiters,
3I
 RAITWAY SIGNAT SYSTEMS

insulated rail joints, switch-rod insulation, etc. On roads with

d-c. or a-c. traction current, impedance (reactor) bonds are also
required, except where single-rail a-c. track circuits areused.
7. Switch protecting apparatus, such as switch circuit controllers, etc.
8. Housings for signal appliances, such as relays, secondary trans-
formers, lightning arresters, fuses, terminals, and related wiring.
In modern a-c. signal systems, only the track circuits are operated
directly from a.c. Signal-control and repeater-relay circuits are operated
from rectified a.c. This arrangement is recommended for the following
reasons:
1. Local and line circuits may be low voltage d.c. (full-wave rectified
a.c.). D-c. relays and associated appliances may be used.
2. D-c. relays, signal mechanisms, and related appliances cost less,
are smaller in size, and require less maintenance than equivalent
a-c. apparatus.
3. D-c. relays may be had in a greater variety of operating character -
istics to suit special circuit requirements.
4. Circuits extended over line wires, and especially through extended
lengths of cable, are not as likely to be falsely energized (such as
by inductance) when operation is d.c., or a,c. rectified at the a-c.
source.
5. D-c. relays, signal mechanisms, etc. require less energy than
similar a-c. appliances.
D-C. SIGNATING
ln general, direct-current signaling is preferable. With direct-current
operation you will usually have simpler circuits, appliances of comparably
lower cost, minimum maintenance and replacement expense, and, with
standby battery, dependable operation even under adverse conditions.

32
 AUTOMAIIC BLOCK SYSTEMS

The main parts of any d-c. signal system are:

1. An energy supply, such as rectified a.c., primary batteries, or
storage batteries.
2. Signals.
3. Signal-control line with related circuits and appliances. Where
coded track circuits are used the line wire can be eliminated, asthe
signal controls are transmitted through the rails.
4. Track circuits with track batteries, resistors, insulated rail joints,
switch-rod insulation, etc.
5. Switch protecting appa.ratus, such as switch circuit controllers, etc.
6. Housings for signal appliances, such as relays, lightning arresters,
fuses, terminals, batteries, rectifiers (if used), and related wiring.

ADDITIONAT PROIECIION WITH BTOCK SIGNATING

Other forms of protection can be conveniently added to block signaling
systems, such as detection of floods, fire, dragging equipment, and earth
or rock slides"

Flood Delection
Flood detection provides signal protection for high water conditions
that may be weakening bridges, undermining fill, or otherwise creating
hazards. Such systems consist of a float-operated contactor installed
in locations dictated by experience. The device is so arranged that when
the water reaches a predetermined level the float will rise far enough to
open the contacts and thus open the signal circuit and put the associated
signals to stop. Such devices are usually trip contacts that, once operated,
must be manually reset.

Fire Detection
Fire detection, desirable in wooden trestles, wood-lined tunnels, snow
sheds, etc., usually consists of fusible wire in series with the signal
33
 RAILWAY SIGNAT SYSTEMS

*%

ren
*4@qM

Figure 11. G-R-S self -resetting dragging equipment detector.

WIRE OLITLET
" erie rxneao
f

T-
9.

tt
_L_
3' MOUNINC AOLTS
1
,'r*
a'6"
T,

Figure 12. Layout of dragging equipment detector.

34
 AUTOMATIC BI.OCK SYSTEMS

circuit. This wire melts in the presence of fire, opening the signal
circuit.
Drogging Equipment Detection
The G-R-S self-resetting dragging equipment detector, Figure 11, is
non-directional, available for use by traffic moving either way over the
tracks. It will reset itself after each operation and blades are easily
replaced if damaged. The detector is simple in construction and operation.
All the mechanism is down between the ties in one compact unit where it
is easy to service.
The dragging equipment detector consists of a shaft supported by
bearings at either end. Bearings are housed in compartments which are
spring mounted on brackets attached to the ties.
Six blades are bolted to the shaft. A torsion bar extending through the
shaft serves to keep the shaft in position so that the blades remain vertical
and will return to their vertical position after having been deflected by
dragging equipment.
A normally closed contact, housed in one of the two bearing compart-
ments, is arranged so that it will open whenever the shaft is rotated 5
degrees or more in either direction. This contact usually controls a
stick circuited relay which, in turn, controls the circuits associated with
an appropriate dragging equipment signal or other indication as desired.
The opposite bearing compartment houses a simple device for adjusting
the torque as required. Thus the detector may be adjusted so that it will
not open its contact when struck relatively light blows, as, for example,
by icicles hanging from the running gear.
Figure 12 shows a typical layout of the dragging equipment detector.
Slide Detecrion
Slide detector fences, Figure 13, are used for protection against de-
railment from land slides. They protect the right-of-way through cuts,

35
 RA!IWAY SIGNAT SYSTEMS

at the base of rocky slopes, and in tunnels.

Fences are constructed and located according to local conditions in
the slide area. They are usually installed in sections up to 400 feet long.
The usual practice is to use a five-foot, pole-suspended fence mounted
from one to two feet above the ground level to allow small stones to pass
under without operating the fence.
A Model I switch circuit controller, Figure 14, (see Pamphlet 751 for
description) is mounted on a steel mast between each fence section. The
fence is Ioosely stapled to all intermediate fence posts to allow for lateral
movement. When a slide occurs, the fence movement is transmitted
through an operating pipe and trigger arrangement to operate the con-
troller. The line control circuit of the governing signals is opened to
display a stop indication.
If the fence is located in automatic block territory, the controller is
included in the line control circuit. Outside automatic block territory,
it may be used in series with special automatic signals.

Figure 13. Slide detector fence.

36
 AUTOMATIC BTOCK SYSTEMS

d
gf r,,
:*

* *S":

flr a*.
,..'i

ff"
'r.

r&
s",*
I
T

Figure 14. Circuit controller location.

Profection for Non-shunting Trock Vehicles

An indicator system can be applied to any signaling system using
continuous track circuits. The system provides protection for the opera-
tors of non-shunting track vehicles (called "motor cars" in the U. S.)
by enabling them to find out whether track circuits to their rear are
occupied.
This is done by installing a lamp with pushbutton, Figure 15, at each
point along the wayside where a check is desirable. The operator stops
at each of these points and pushes the button. If the lamp lights, the track
circuits checked are unoccupied. If the lamp does not light, he knows the
track is occupied and can take suitable precautions.
The main body of the Iamp housing is of cast aluminum. A11 joints
are securely sealed with non-hardening cement so that the entire unit
is waterproof and insect proof. The socket is the standard single-contact

37
 RAII.WAY SIGNAL SYSTEMS

4tc4 SIDE OF STEEL f- s9* aeenox

RELAY HOUSING

I
-2O NC-2 THDS
_--" 3.5 VOLT
/\
/\ '- O.3 AMP. LAMP
L--
1l
\/\,/ t
- \./
9
32
DIA. HOLE
IN HOUSING
4
tI
3 PI PE
\/t,\
'( i:+ ) 4 I CONDUIT
c ,/
\.1._f

!J*"otl. HoLE
'' IN HOUSING
WATERPROOF PUSH BUTTON
lt

BUTTON LEADS ARE TAGGED..B.

LAMP LEADS ARE TAGGED"L'

LEADS EXTEND
2 FT. OUTSIDE
OF CONDUIT

Figure 15. Lamp for non-

shunting track vehicle protec-
tion system.

38
 AUTOMAIIC BTOCK SYSTEMS

candelabra bayonet-base type. Any lamp bulb of this type may be used if
the bulb diameter does not exceed 1-3/8 inches.
The clear, standard optical lens is 3-1/2 inches in diameter. A heavy
wire guard protects the lens.
The single-contact, normally open pushbutton is of fully weatherproof
construction. It is rated at 110 volts. Two-foot leads of number sixteen
flexible stranded wire are supplied already connected to the lamp and
pushbutton terminals.
Installation details are shown in the accompanying illustration. Only
three holes need be drilled in the side of a steel relay housing, two for
the mounting screws and one for the 3/8-inch pipe conduit.

39
 t I

f,
L-
I

reHle&lq
N". tj
* bS*...
$
I

-l
t I
_t

E
rf

;js
ffi
tB884ddE!iiI3;l;:*t!i;
\
hryi&3},,,j;r;

L"*.
r
'!!!qFq

*,t;ffrlrq!+tr
1
4re8
l5!!
 CODED
TRACK
CIRCUIT
CONTROT

SECTION IN DEX

Generaldescription. . . . . 42

Single-direction operation for multiple track 43

Either-direction operation for single track . 44

4l
 RAITWAY SIGNAT SYSTEMS

Current supplied to a coded track circuit is continuously interrupted

or "coded" so that the code responsive track relay makes and breaks
its contacts in response to the "on" and "off" periods of the track cur-
rent. To clear a signal, the code-responsive track relay must continuously
make and break its contacts. If the armature stops (with contacts either
open or closed), the signal goes to stop. The train shunt resistance need
only hold the track current to a point just below the relay's pickup value.
Now let us contrast this with the steady-energy track circuit. In a
steady-energy track circuit, the shunt resistance must lower the current
to the dropaway value of the track relay. A code-responsive track relay
stops operating as soon as the current through it falis below its normal
operating value.
Since the pickup current of any relay is considerably higher than its
dropaway current, it follows that (given the same track circuit conditions)
'we can use higher voltage at the feed end oI a coded track circuit and still

get proper shunting sensitivity. Higher feed voltage makes possible ex-
tension of the track circuit, still maintaining shunting sensitivity equal to
or better than with steady-energy circuits.
It is usually safe to assume that when coded circuits are replacing
steady-energy circuits which have operated satisfactorily, lengths of
coded circuits can be twice that of the steady-energy circuits.
Another advantage of coded track circuits is that different code rates
may be used, each rate effecting a different signal control. ?5-code
(?5 t'on-off" periods per minute) may be used to indicate caution, while
180-code may be used to indicate proceed (no code or steady current puts
the signal to stop). Thus the rails carry the signat controls. you don't
need signal-control line wires.

42
 CODED IRACK CIRCUIT CONIROT

Figure 16 shows schematically how coded track circuits may be used

on one track of a double-track automatic block signaling system. Note
that all three signal aspects are controlled directly by the track circuits.
Such a system requires no signal-control Iine wires. If more aspects
are needed, additional codes can be added.
When required, code can also be sent in the opposite direction to that
shown in Figure 16. The "on" periods of such a code are transmitted
during the "off" periods of the main code. This is called inverse code.
It is used for approach locking, annunciation, etc, - wherever you want
the train to send a control ahead of it.

WEST EAST
F- NO- COD r80- coDE
EEEEIEIEEIE-
Fo { Fa

F-- 75 - coDE ---rl-- No - coDE t8o-coDE_

:)E-EE-}

rc F. {

F-rBo-coDE 75-CODE e-s9eEft80-coDE

E El
-r -t -
{ rc {

Figure 16" Coded track circuit control as used on 2-block, 3 -indication

automatic block signaling for double track, train shown mov-
ing from West to East.
43
 RAITWAY SIGNAT SYSTEMS

WEST EAST
L INE CONTROL POLAR CODE NEUTRAL CODE LINE CONTROL
H
7 t3
Gr' O@r
A7r 7r 9T BI3T AI3T t3T BI5T AI5T

r@@
6
{re
to t2
LINE CONTROL NEUTRAL COO€ POLAR COOE - LINE CONTROL
H
5 5
LI E LINE
- NO LINE
WIRES s

Figure 17. Coded track circuit control as used on single-track, station-

to-station automatic block signaling, showing method of sig-
nal control.

Figure 1? shows schematically how coded track circuits may be used

for single-track automatic block signaling where trains are operated in
both directions. In this arrangement, code impulses are sent alternately,
from West to East and from East to West. No signal-control line wires
are required between stations. Five signal-control line wires are used
through station limits. Station-entering signals ? and 12 are line control-
Ied. AII other signals are controlled through the track circuits,
The following Figures 18 to 23 show schematically how signals are
controlled by coded track circuits as a train moves from West to East.

44
 CODED TRACK CIRCUIT CONTROT

WEST EAST

7
G-: odl
-E-€=8€-e -E- -
A7T 7'r ll@a
6 9r Bt3r At3T { r3T t{arsr Asr
to_ t2

Figure 18.

As shown in Figure 18, when all track circuits are unoccupied, code
impulses can feed back and forth between East and West, keeping all
signals clear.

WEST EAST

7
o-3 od
E EE
-E
A7't 7-r t-@a 9T
6
Bt3T Ar3T {to t3T r{arsr
t2
ersr

Figure 19.

As soon as a train shunts track circuit A7T, Figure 19, the code feeding
toward East ceases, and all westbound signals go to stop, Code continues
to feed toward West, however, thus holding all eastbound signals clear.

45
 RAITWAY SIGNAL SYSTEMS

WEST EAST

7
d :E
od
--E
A71 71 r.oo
6
9r Br3T Ar3T {to t3T t-Oarsr arsr
t2

Figure 20.

As the train proceeds eastward, Figure 20, signal 6 protects its rear
and code feeds eastward behind it, causing signals 7 and I to clear. Signal
10 prwides an approach indication for signal 12.

WEST EAST

7
G9 odl
- =t -t
E =8 4
A7'r 7T l-OO 9T Bt3T Ar3T { t3T t{srsr atsr
6 l2

Figure 21.

When the train enters 13I, Figure 21, signal 10 goes to stop.

46
 CODED TRACK CIRCUIT CONTROL

WEST EAST

7
d 0.61
----=!EE-=t -
A7T 7T toa
6
9r Bt3T arsr rc t3T t{arsr ersr
to 2
I

Figure 22.

When the eastbound train clears the switch, Figure 22, code from West
clears signal 13, and code feeding from East clears signals 10 and 6. Note
that signal 10 goes to caution, not proceed, as signal 12 is at stop. This is
done by polarizing the westbound code to signal 10 in accordance with the
position of signal 12. Proceed aspects of signal g are controlled in the
same way by the position of signal 7.

WEST EAST

7
Gr od
=8=t=t- =r =t
A71 71 !@a 9r Bt3T At3T { r3T t{ersr arsr
6 to_ t2

Figure 23.

As soon as the switch is reversed, Figure 23, code from East ceases,
all eastbound signals are put to stop, and the westbound train is free to
take the main track toward West.

47
 r
*

:- .,/
by^
I
x

J
l.

;-.-1"*#
' 'lt

*Y;ia"
!_

INTERTOCKING

SECTION IN DEX

Generaldescriptions . . . . 50
Mechanicalinterlocking . . . . . 55

Electro-mechanical interlocking. . 57
Electricinterlocking . . . . . . 59
Tableinterlockers . . . . 61
Automaticinterlocking . . . . . 61
Relayinterlocking . . . . . 63
}{)(interlocking . . . . . . . . 7t
'Controlmachines . . . . . . 7t
Entrance knobs, exit buttons, test keys,
andindicators. . . . . . . 83
Relays. . . . . . . . . . . 87
lO(operation . . . . . . . . 88
A simple route line-up . . . . 88
End-to-end route line-up . . 90
Automatic route selection . . . 92
lD(features. . . . . 94

49
 RAILWAY SIGNAI SYSTEMS

GENERAL DESCR,IPTIONS
Interlocking is defined as, "An arrangement of switch, lock and/or
signal appliances so interconnected that their movements must succeed
each other in a predetermined order."
Interlocking is employed to facilitate and safeguard the movement
of trains at terminals, junction points, railroad grade crossings, and
drawbridges. The related appliances are so interlocked and controlled
that setting up conflicting routes or clearing signals that would permit
a train to enter an unsafe route, or taking away from a train a route
or portion thereof into which the train has received a signal to enter,
is prevented except as may be allowed by some predetermined procedure.
Interlocking may be accomplished by one of several methods:
1. Mechanical Interlocking. A system whereby all track iunctions
(switches, switch locks, derails, bridge locks, etc.) and signals
are operated manually by pipe-connected levers. These levers
are provided with an arrangement of locking bars, dogs, tappets,
cross locking and other apparatus by means of which the inter-
locking is effected between the levers of the interlocking machine,
and these levers are so interconnected that their movements must
succeed each other in a predetermined order.
2. Electro-Mechanical Interlocking. A system employing an inter-
locking machine which is a combination of mechanical and elec-
trical levers. Thus, some units such as switches, switch locks,
derails, bridge locks, etc., may be operated mechanically; and
other units, such as signals, may be operated electrically. Signal
selection (over switches, etc.) may be made electrically. Track
circuits are usually employed in combination with electric locking.
Electric locking consists of the combination of one or more electric
locks and controlling circuits by means of which levers of an inter-

50
 INTERTOCK!NG

I ur II ill

Figure 24. A large electric interlocking at Buffalo, New York, on the

New York Central SYstem.

locking machine, or switches or other units operated in connection

with signaling and interlocking, are secured against operation under
certain conditions, such as: approach locking, indication locking,
switch lever locking, time locking, and traffic locking.
3. Electric Interlocking. A system employing an interlocking machine
designed for operating and controlling the units electrically. The
Ievers of such a machine are provided with mechanical locking
(as described in 1), and electric locking is employed throughout'
4. Automatic Interlocking. An arrangement of electrically controlled
and operated signals and associated appliances which function through
the exercise of inherent controi, as distinguished from those whose
functions are controlled manually'
5. Relay Interlocking. A system employing a control machine designed
to operate and control the units electricatly (or with pneumatic

5I
 RAITWAY SIGNAI SYSTEMS

operation) by means of levers that are not mechanically interlocked

and not provided with electric locks or other means to restrict
their manipulation. ReIays and their associated circuits provide
protection equivalent to that provided in electric interlocking.
6. NX (eNtrance - exit) Interlocking. A system bearing a marked
resemblance to relay interlocking except for an important difference
in the setting up of routes; that is, the method of controlling the
individual switch and signal functions. This method consists of
automatically selecting, controlling and operating aIl required
functions upon the operator' s identifying the point in the plant where
a train is to enter and identifying the point where the train will leave.
The requisites of interlocking systems are the same as those for
automatic block systems. In addition,
1. Track circuits shall be provided throughout interlocking limits,
except when otherwise authorized.
2. Signals governing movements over switches, movable point frogs,
and derails shall be so controlled that indications to proceed can
be displayed only when such units are in proper position.
3. Mechanical locking to insure predetermined order of Iever move_
ment, or circuits to insure proper correlation of the units of the
lnterlocking, shall be provided.
4. Except at automatic interlockings, signals which form a part of
an automatic block signal system shall be controlled semi_auto_
matically.
5. Approach or time locking shall be provided in connection with sig_
nals governing movements at high or medium speeds.
6. Electric switch rocking shall be provided at manualy operated
interlockings, except when otherwise authorized.

52
 IN TERTOC KING

?. Facing point locks or switch-and-lock movements shall be provided

for mechanically operated switches, movable point frogs, or split-
point derails.
B. Power switch operating and locking mechanisms shall be provided
with means to indicate on interlocking or control machines when
movement is completed and unit is locked.
9. Indication locking or equivalent shall be provided for approach
signals of the semaphore type and power-operated home signals.
10. Movable bridges shall be equipped with mechanism to surface and
align bridge and track accurately and fasten them securely in posi-
tion,
11. When a movable bridge is protected by interlocking, provision shall
be made to insure that movements of the bridge devices succeed
each other in a predetermined order, and that the movable span,
tracks, and switches within interlocking limits are locked in proper
position.
In addition to the above requirements, it has long been the policy of the
General Railway Signal Company to promote, insofar as is practical, the
standardization of interlocking pmctices and equipment. In this way, inter-
changeability, modifications, and, in years to come, the modernization
of plants may be made with maximum utilization of existing equipment
Spare parts stock requirements are minimized, with a corresponding
reduction of annual maintenance costs. As regards General Railway
Signal Company's electric, automatic, relay, and liD( interlocking systems,
the simple, straightforward circuits, standardized wherever possible,
have contributed immeasurably to years of satisfactory operation and ease
of maintenance.
The type of interlocking plant to be installed is generally determined
by the track layout, the number of functions to be operated and their
53
 RAITWAY SIGNAT SYSTEMS

r"-il
-r"*
it
i

I E

Figure 25. Mechani-

cal interlocker on the
New York Central.

,-t

ee&s&*-.

l"
ll;. itt
I{ tr rI'

I
qffi", .,. ,&
,:'il

Figure 26. Mechanical interlocking on the Baltimore and ohio.

54
 INIERTOCKING

distance from the selected control point, the nature and volume of traffic,
and thefacility of operation desired. General Railway Signal Company
engineers will gladly assist you in making a study to determine which
system wiII best suit the requirements of a particular location, both from
the operating and the economic standpoint.

iIECHANICAT INIERTOCKING
Mechanical interlocking comprises basically an interlocking machine,
Figure 25, consisting of levers mounted in a frame. Each lever carries a
latch, a spring-actuated device which holds the lever in either the normal
or reverse position. The latch is connected to the locking bars carried in
a locking bed. The locking bed interlocks the levers as required and
enforces their movements in a predetermined order. In addition, the
levers are connected to the outside functions by means of pipe lines,
supported on pipe carriers, Figure 26. Cranks in the pipe lines change or
reverse the throw, and compensators counteract the expansion and con-
traction caused by temperature changes. The spacing of the levers is
standardized at 5 inches.
One lever is usually used for each function, switch, derail, or signal,
except where switch-and-lock movements are not used. In the latter case,
a separate facing point lock assemblage is provided which is operated
by a lever other than the one used to throw the switch, Mechanical time
locks are available for application to levers whose operation must be
subject to a predetermined time-interval delay under certain conditions.
Mechanical interlocking, at one time used extensively in the United
States and Canada, is rapidly being replaced by the more modern types
of interlocking, such as relay interlocking. OnIy a few installations have
been made in late years and these only at locations where a few functions
exist and the frequency of operation is comparatively low.

55
 RAITWAY SIGNAT SYSTEMS

L L
}1
i
q
t L
1
!
,t l. ? h
r1, "& c

t a$
I
t .{
t:. ..f
"&
{rt
\B
q
1!

1
:***..
i

Figure 27. Electro-mechanical interlocking.

56
 INTE RtOC KING

EtECTRO. IIIECHANICAT I NIERI.OCKING

As the name implies, an electro-mechanical interlocking employs an
interlocking machine, Figure 27, which is a combination of an electrical
and a mechanical machine. The levers used to control electrically
operated functions are electrically interlocked with those controlling
mechanically (or manually) operated functions.
The usual practice is to operate local switches, derails, movable
point frogs, bridge locks, etc., and their respective facing point locks,
by means of mechanical connections and to operate signals electrically.
Track circuits are used, and, in conjunction with the signal operating and
repeater circuits, detector, indication, approach and time locking may be
effected as required. A track model board is usually provided, on which
lights indicate track occupancy, approach, signal operation, lock, and such
other conditions as desired
With electrically controlled and operated signals, the selection of
signals over contacts in switch circuit controllers or switch repeater
relays becomes practical. One lever may control more than one signal,
the desired signal being selected automatically by the position of switches
over which the signal governs movements.
Electric lever locks and circuit controllers are available for use with
either the electrical or mechanical levers. Manually operated time re-
leases are available for circuits requiring time-element operation.
use in
Electro-mechanical interlocking greatly expands the scope of the ter-
ritory which can be controlled from an interlocker as compared with
ordinary mechanical interlocking. Hence, it was widely used on American
railroads and particularly in the rehabilitation of existing mechanical
interlockers, where it was deemed necessary and desirable to install
track circuits and electrically operated signals or to increase the scope
of the plant.

57
 RAITWAY SIGNAL SYSTEMS

Figure 28. G-R-S Model 2

electric interlocking,
Atlanta Terminal, on the
Southern.

l9

Figure 29. Model 5A switch machines and T1rye MD signals at Atlanta

Terminal.

*,
,.}
.r,,'
?
tM",
-t"",,
d
-fl I
il 4

ffi
i-s

ffi%

&i*-.
Figure 30. G-R-s Model 5 electric interlocking, Toronto Terminals
Railway, Canada.
58
 IN TE RTOCKING

ETECIRIC INTERTOCKING
Electric interlocking is a type of power interlocking and, as the name
implies, electricity is the operating energy. The essential elements for
a complete electric interlocking system are a source of electrical energy,
a machine with its levers and auxiliary apparatus for controlling switch
and signal mechanisms, and apparatus for preventing unauthorized move-
ment of an operated unit.
In electric interlocking, means are also provided to check the corre-
spondence of the position of switches, signals or other controlled units
with the position of their respective controlling levers. This is known
as indication locking. The means employed to prevent the unauthorized
movement of an operated unit is known as cross -protection.
In the system of electric interlocking introduced by the Taylor Signal
Company* in 1900, the electrical energy for operating the unit is carried
through contacts on the. Iever and over wires to the unit; the same wires
being generally used for the return of the indication current for operating
the indication locking. This system employs what is commonly known as
the dynamic indication principle in which the energy for indication purposes
is furnished by current generated by the momentum of the motor of the
operated unit after it has campleted its work of moving the switch or
signal.
With electric interlocking, one lever is generally used for the control
of each unit. Mechanical locking is provided between the levers to insure
predetermined order of lever movement. A track model board is usually
provided on which lights may be used to indicate track occupancy, ap-
proach, signal operation, lock, and such other indications as may be
desired. Lamps, mounted in the machine and above the levers, may be

*Predecessor of the General Railway Signal Company.

59
 RAITWAY SIGNAT SYSTEMS

ra

Blrl r:: fofl

tr*|
$* ffi ffi* 15
;*a*j geii6i{t

Figure 31. Table interlocker with vertical arrangement of locking.

st *
li ll 4' ,a *.
..

i 'i*i 4S sL *l *. *Il t
t
t

ue& i*id el8

Flf=l ..f,t
**r* 5*8: sffi m
i
!!

Figure 32. Table interlocker showing locking.

60
 INTE RTOC KING

used with the electric locking to indicate whether the lever may or may
not be moved.
Toble lnterlockers
The table interlocker is, as the name implies, a small electric inter-
locking machine that may be placed on a table or desk. It was designed
primarily to control power-operated switches and associated signals from
a remote point, but is by no means limited to this usage.
Each lever is equipped with a rotary circuit controller and may also
be equipped with an electric lock and electro-magnetic indicators. The
lock sectors on signal levers may be notched to provide indication lock-
ing protection. The Iock sectors on switch levers may be notched to
provide switch indication and approach and detector locking protection.
Mechanical locking between levers, Figure 32, is usually provided but
is optional.
Levers are so designed that one lever may be used alone, or two or
more may be assembled side by side for the control of more extensive
layouts.
AUTOMAIIC INTERTOCKING
An automatic interlocking is an arrangement of signals and switches
whose controls are interlocked like relay interlocking. The switches
and signals function through the exercise of inherent controls as distin-
guished from those whose functions are controlled manually. Such an
interlocking operates upon the approach of a train.
Automatic interlockings have been installed for signal protection of
gauntlet tracks over bridges and through tunnels, at junctions of branch
lines with main lines, at ends of two rnain tracks, at single- and multiple-
track crossings, and other simple layouts. Many such installations pro-
vide interlocked signal protection where none previously existed and, in

6I
 RAITWAY SIGNAT SYSTEMS

I
nq t'?i3
l

HG!1
ffi

# ,{t*StlQ"*q"{d
r-Y:: REE

!q

tiil ,J
;t
B

ffi

Figure 33. Automatic electric interlocking on the Denver & Rio Grande
Western.

62
 IN TERTOCKING

many cases, they have replaced manually operated interlockings. An auto-

matic interlocking does not need attendants, an interlocking machine, or
an interlocking station or tower. It eliminates these yearly operating and
maintenance costs. Where no interlocked signal protection existed, auto-
matic interlocking expedites traffic, usually by eliminating the train stops
which are generally required at such non-interlocked points. Hence, they
are recommended as an economic means to be considered for reducing
operating expenses and expediting traffic.
Automatic interlockings were first installed about 1923. Since that
time they have been widely used.

RELAY INTERTOCKING
The advent of relay interlocking was one of the greatest advances in
the art of railway signaling. The transition from standard interlocking
(employing mechanical locking between levers) to relay was gradual. The
first applications were for the control of one or two functions by non-
interlocked levers, with the equivalent of mechanical interlocking between
the levers furnished by relays and their associated circuits. The improve-
ments made in relays, and the development of relays with varied operating
characteristics, made possible and practical the development of relay
interlocking to its present high state of perfection. Records show that
in America the transition to relay interlocking began in the late 1920's.
The advantages of relay interlocking are:
Increased speed and flexibility of manipulation and operation - auto-
matic route cancellation, for example, is easily arranged.
For large layouts, fewer operators are required than with the older
forms of interlocking.
Relay interlocking is better adapted to the control and operation of
remote locations than older forms of interlocking.

63
 RAITWAY SIGNAT SYSTEMS

ll

*t t ?

-"...'

t* .l
( -
t&r !.1L.u
s$l*. r$+ tt$
:
I".. $ !*,*

Figure 34. Relay interlocking con-

trol machine on Canadian National.

Figure 35. Type B

plug-in relays on
Canadian National.
.tI
.l ", ,

!E*,

Figure 36. Relay interlocking at st. Lamberts, euebec, on the canadian

National.
64
 IN TERTOCKING

Lower operating and maintenance costs - mechanical fitting is

dispensed with, as are electrom e chanical lever locks.
Smaller control machines need smaller towers, with resultant lower
installation and annual operating and maintenance costs. In fact,
for many installations the control machines may be located in
existing stations or towers along with other facilities.
Existing switches, signals, electric locks, etc., may be reused.
Future changes can be made with greater ease than with older forms
of interlocking.
The General Railway Signal Company's control machines for relay
interlockings are available, as shown in Figure 3?, in two types; the
Type B, which rests on a table or desk, or the Tlpe C, which stands on the
floor. The Type B may be of sectional construction. The T5rye C may be
equipped with a shelf or desk, with or without drawers. Other features,
such as space for telegraph and telephone instruments or other facili-
ties,may be provided as required.
These machines use a laminated black and white phenolic plate for
control panels, with a black satin finish. All track markings, signal num-
bers and other data are engraved on the panel, the engravings cutting
through the black satin finish surface to the underlying white lamination.
In this way, markings are distinct, neat, and permanent.
Control panels are made up of one or more large panels or may be
made up in standardized sections, each section 10 inches wide and as
high as required. With the sectional panels, future changes or additions
may be made without disturbing the entire machine.
Access to the switches, lamps, terminals, etc. may be either from
the back or by means of hinged control panels on the Type B machines.
In Type C machines, access is from the back by means of removable or
hinged covers.
65
 RAITWAY SIGNAL SYSTEMS

ri t try{na

j:

*.=*r:+:=;
r:,€
s=:.=:ry<r4
riiiirrii
ii

*' Type B machine at Madison,

\\i I I Wisconsin, on the Chicago
t and Northwestern.

Type C machine at Syracuse,

New York, on the New York !l

Central System.
{iir{i.l _ {{i(

i
/A
,;, rn
* {, cf,
fr'*, b

Type B machine at Philadel- Type C machine at Depew,

phia, Pennsylvania, on the New York, on the New York
Baltimore and Ohio. Central System.

Figure 37. Relay interlocking control machines.

The control panels are engraved to represent the approximate geo-

graphic arrangement of the track layout. Indications giving operating
information on the panel may be displayed entirely by lights (white or
colored) or by the movable point indicator system. With this system,
small movable point indicators, electro-magnetically operated, are mount-
ed in the control panel at switch point locations. These movable points,
black in color, are flush with the panel front. They pivot across the
66
 INTERTOCKING

-.-\\iir.i;iii I..r.r....,...,..,..
di. l\i:.!t f ii:;:::'
.rlttil

Type C machine at New Ro-

chelle, New York, on the
New York, New Haven and
Hartford.

l1
.i
,:
ri :.
Relay and terminal housing
on the Canadian National.

Type B machine at Leaside,

Ontario, on the Canadian
Pacific.

white track lines at the point of divergence to show a solid white line
for the route set up. They may be circuited to follow the lever move-
ment or the switch movement. Signal-clear, switch out of correspon-
dence, switch lock, track occupancy and any other indications are dis-
played by lamps carried either in the barrels of the levers or knobs or
in sockets carried by the panel itself and located adjacent to the levers
or in the engraved track diagram. Most such indication lamps are cir-
cuited to be normally dark. Audible signals, such as a one-stroke bell,
are usually used to attract the operator's attention when a train is ap-
proaching.

67
 RAITWAY SIGNAT SYSTEMS

The number of relays required per switch and signal varies accord-
ing to the layout being signaled and distance from the control point. For
near groups it is usually more economical to use simpler circuits and
more wires from the control office to the functions. If the functions are
remotely located, it is usually more economical to develop circuits which
keep wire requirements to a minimum even though such circuits may
require more relays. In some instances, coding equipment employing a
2-wire line circuit, similar to that used in coded traffic control installa-
tions, is employed to control a nurnber of remotely located functions. Such
coding equipment is made up chieily of relays which may be the small
G-R-S Type A quick detachable plug-in type. These relays are also often
used for the non-vital circuits (such as indication circuits) in unit-wire
or non-coded installations. G-R-S Type K or Tlpe B plug-in relays may
be used for the so-called vital circuits, the operation of which affects the
safety of train operation.
Some circuits must be varied according to whether Type K or B relays
are used. The present trend is toward the use of Type B relays because
their greater conbct capacity and variety of available operating character-
istics make for simpler circuits, less wiring, and less space. The quick
detachable feature of these relays is a decided asset in busy interlockers,
as replacements or changeouts for inspection and tests can be made with
little interference to operation.
G-R-S Models 5C or D switch machines are especially recommended
for use in relay interlocking, the 5D wherever the dual-control feature
is desired for the convenience of trainmen operating the switch by hand,
such as when switching at a remote location. Both models may be relay
controlled and use relayed battery indication. G-R-S Type SA (search-
light) color-Iight signals are widely used in relay interlocking, both for
high and dwarf signals. G-R-S Types MD and ME color-light dwarf sig-
68
 INTE RTOCKING

nals are also widely used where only two indications are desired. G-R-S
Model 10 electric switch locks may be used to provide electric lock pro-
tection for hand-operated switches. As previously stated, ony existing
switch machines, signals, or other functions may be reused, but it is, of
course, recommended that due consideration be given as to whether there
is real economy in reusing old equipment, especially when future operating
and maintenance costs must be considered.

69
 RAILWAY SIGNAT SYSTEMS

(i
rs

&
&
n:
G
B H
flg
il $
$,
g
H

i,}

&&6en:,.ri,:i;,*
{t
$ ,a
IL T? ,., 1;t ii,a;.,ft: ".,'iffi
*'*-
,-i.il**i,*:1..

ffi

ll#ffir*

.,.ril'ii*'l;

Figure 38. The first NX interlocking in the United States was installed
at Girard Junction, Pennsylvania, on the New York Central
System. Existing switches and signals were reused.

70
 INTE RtOC KING

NX INTERLOCKING
The General Railway Signal Company's NX system of electric inter-
locking bears a marked resemblance to the relay system of electric
interlocking. The important departure, however, is the method ol setting
up routes, that is, the method employed for controlling the individual
switches and signals. The NX method reduces the setting up of routes to
the fundamentals of recognizing where a train is entering the plant, and
identifying the point where it is to leave the plant.
The objectives of the system are:
1. To simplify the directing of trains.
2. To speed up operations.
3. To minimize the possibility of error in routing trains.
The basic idea behind NX was that a route has an entrance and an exit.
The term NX was coined by the General Railway Signal Company from the
first syllables of the words en-trance - ex-it = en - ex. On a miniature
track diagram, there is an entrance knob at every possible entrancel and
an exit button at every exit. The entrance knobs are physically represent-
ed by interlocking signals on the ground.

Control Mochines
Control machines are built in two general types, the floor (Type C)
and the table top (Type B). The floor type, Figure 38, has a desk 30 or
40 inches above floor level, depending on whether the operator is to sit
or stand at the machine. The table top type, Figure 43, page 74, is rec-
ommended where the room is small and the machine can be installed on
the operator's table or in a niche in a wall.

7l
 RAITWAY SIGNAT SYSTEMS

q
i
)
l

Ir

$
--,*]
ta I
Ir ,l
I
l
F
I.

9/luminatel lro"lof
Onetatoz
'oool.

/{"cAi"" /zoVlocel) .

/
/

l
---_t

Figure 39. Note hovr this NX machine compares in size to the old electric
interlocking machine it replaced. The existing switches and
signals were not disturbed.

72
{

INTERLOCKING

!l
rG,
& -- -'- *
SBn
s:l.:
ffi*
r:: "'

---*ii+d*i i i *
I
raa'*al r:
,...,.. !
i

\'
lliit **i;:! I

**:a.

) tl
n
a
*-stt ]r
g {*b
*-q?t a, .tI
" ;t ]!
3or O'! .l'
.')
w!
&
...i*6

*
-h
Figure 40. This NX machine was designed to handle over 1000 train
movements daily and has handled as high as 32 trains during
a 20-minute rush period at San Francisco, California.

l*

!F&

Figure 41. This machine was made to control a coach yard at Oakland,
California, for adding or removing cars from trains to meet
varying traffic demands. It has handled over 1000 trains
daily plus 1500 switching moves.
73
 RAILWAY SIGNAT SYSTEMS

t
?-
is ,t
4p ffi ffi

{,p.t
:ii '

Figure 42. A large installation went in service in 1939 in Johannesburg,

South Africa. The Joburg machine handles dense interurban
electric traffic, some 500 to 600 trains daily. Over 1000
routes are lined up daily.

Figure 43. The first NX line-o-Iite installation was placed in service

in 1940 at Tottenville, N.Y., on the Staten Island Rapid
Transit. Routes lined up are shown by a series of strips of
white light which changes to red when the train is present.

74
 INTERTOCKING

FI

n
,{

Figure 44. In 1940, the Michigan Central placed l.Ir( in service at Wind-
sor, Ontario, the first installation in Canada. At Windsor,
steam locomotives uncouple, and electric locomotives draw
trains into Detroit through the tunnel under the fbtroit river.
This machine, handling 74 trains daily and numerous switch-
ing moves, was installed in the passenger station. TWo inter-
Iocking towers were eliminated, and existing switches and
signals were used.

Figure 45. A large point-of-Iight machine went in servibe in 1943 at

Birmingham Terminal, Alabama. Birmingham sets up 400
to 600 routes daily.
75
 RA!IWAY SIGNAT SYSTEMS

"..--:
,'i*
qlllr

,t b,
r' ii

il
4!!t.
.Bffi,
m
t I .l
&* *-.I
Fe["
1:-'
|r1 .. ,l
t

1. l- { ffi
6d

,,"#,'1.
,.*#,rr:r-':.
l-";'+:"" r.1;,:'. --;
i

Figure 46. The New York Central placed two NX jobs in service in 1943,
one at Utica (top) and one at Herkimer (bottom). Utica trl-J(
replaced a 224-lever electric interlocking machine. Handles
400 movements per day.

76
 INTERTOCKING

l .:: a.... '.,i1...

,r^t-l^t**
t:
l.,t
t
{ (
k
7
\;3;,
dd
)
n

I "t

.,'t
I

.!:i.:.;: .'

"i;;{,"*_i j :g*
1 :"

ki'wt
ril

E r:wg. - -1

o****

&-

Figure 4?. The Canadian Pacific put in a large job at Rugby Junction
(Winnipeg), Manitoba in 1947, handling 68 through trains and
400 switching moves dailY.

77
 RAII.WAY SIGNAL SYSTEMS

:::l

,q
1i

Figure 48. The New York City Board of Transportation installed two lO(
jobs in East Brooklyn, one at Euclid Ave. (top) and one at
Pitkin Yard (bottom) in 1949. These machines can handle
trains on a 90-second headway with 30-second station stops
at local platforms and 4S-second station stops at express
platforms. The average operating speed for the signal lay-
outs is taken at 20 miles per hour for rush-hour operation.
Pitkin Yard is a very large installation with 76 switches and
164 controlled signals.

78
 INTERTOCKING

MISSOURI PACIFIC """""

BROADWAY TOWER
KANSAS C ITY

di

Figure 49. Kansas City, Mo., on the Missouri Pacific was the first NX
job where coded circuits were used to handle the controls
and indications between Broadway Tower and two remote lay-
outs. It went in service in 1949 and handles 800 train moves
daily.
79
 RAITWAY SIGNAI SYSTEMS

.;ii:

t
a

t{

tt

Figure 50. A very large NX job went in service in 1949 at Fostoria, Ohio,
on the New York Central. Five railroads crisscross Fostoria
and intersect busy highways. Before NX, rail traffic was
directed by dispatchers at three locations remote from one
another. Tie-ups occurred, snarling rail and highway traffic.
Fostoria was one of the few places in the U.S. where you
could see a triangle tie-up.
Today the entire area is under the control of one opera-
tor. There is very little interference between trains and
scarcely any stops. Highways are blocked for much shorter
periods, and then chiefly by the numerous switching moves.
Through traffic daily is 32 passenger and 130 freight; 200
switching moves.

80
 INTERLOCKING

. .." > . .,f I

'' i . . ?: r r r r tJ
o

*lr
.
,
?

"# t
I
i

ffiq
1
:: rro

!!In
te

Figure 51. A large job has been placed in service on the CB&Q in IGnsas
City, consolidating two remote interlockings and eliminating
one tower.

&

r=

dt

Figure 52. This machine at 's Hertogenbosch, on the Netherlands RaiI-

v/ays, handles 170 trains and 1200 train movements daily.

8l
 RAILWAY SIGNAL SYSTEMS

X
(
Y The machine at Stratford
has 178 routes.

E m
H \
l
n

The machine at Mile End

has 42 routes. tl'

I
I

m
*'
The machine at Bow Junc-
tion has 64 routes.
'+ F

irigure 53. In 1949 three large NX installations went in service on the

British Railways. They replace nine mechanical interlock-
ings on a busy electric road involving many crossing moves
in extensive, complicated junctions. The signaling is de-
signed to handle trains on a g0-second headway at speeds
up to ?5 miles per hour.

82
I

INTERTOCKING

t32
H i.i ?
l*
lr {0
It
tar
{0

ft
{4 $

-&
ra
54

tt.*teJdq$ir
F ,, I
t, t

Figure 54. Close-up of IO( panel, showing manipulation of entrance knob.

Enlronee Knobs, Exit Buttons, Tesf Keys, ond lndicotors

Entrance knobs are located on the track diagram in the approximate
geographical position of the signals they control. Arrows in the knob
indicate the direction of traffic the signal governs. Lamps in the barrel
of the knob indicate that the route has been initiated, or the signal is
clear. Entrance knobs may be arranged for four manipulations; push,
pull, turn up and turn down, or combinations thereof depending on the
signal operation desired.

83
 RAITWAY SIGNAT SYSTEMS

50

qi
EI

?6
{E
!0

q I Il

Figure 55. Close-up of NX panel, showing manipulation of exit button

Exit buttons are located on the track diagram adjacent to the entrance
knobs. Arrows indicate the direction of traffic for which they may be used.
If desired, Iights may be provided in the exit buttons, which, when a route
lineup is initiated (by manipulation of an entrance knob), will light up and
indicate to what exits routes are available at that time.

84
 INTERTOCKING

r' a I a,.a C a
*1
F6l
,:,,,:.::::.t

Figure 56. There is a test key for each switch.

Test keys, one for each switch, crossover, movable point frog or derail,
are located in some convenient space on the control panel, above or below
the track diagram, as desired. By means of them, switches may be op-
erated indi.ridually whenever conditions permit or a switch may be held
to one position, inoperative as far as NX operation is concerned, but
signals governing movements over it in this position may be cleared. In
this manner, an alternate route may be set up in lieu of a preferred route
even though the preferred route may be available at the time.
Indications giving operating information may be displayed entirely by
Iights, the point-of-light or the line-of-Iight system; or the small movable
point tlpe of indicators may be used to indicate the route lined up'with
lights providing other required indications, track occrpancy, Iock, signal-
clear, and so on.
85
 RAITWAY SIGNAT SYSTEMS

r
.l

..,t$
s.t
F
I
T3 I
T IF
:.

-.* ,, ,,
i]

t_.1 i. & ,*
e

rffi
ttt
*t
ilt'

#M**
h
rbr 6GG€GG€
tffi'hfl
f f € *b' €"e * e a t e . ,13""i5",+N
*

a:*.t
{ I
i r
l e'*
1t
t' e € r
I
G.? {i
tt '1 q:

,t It

{# .:':.:::

**.:::
- *t
i ',
,1
| .n*k
,,:i
:,
, a

t t G
HT
n
a/*
i € t*G
s
ffi'fr

Figure 57. Type B plug-in relays in tower racks. Type A relays are
in separate cabinet on left-hand rack.

86
 INTERTOCKING

Reloys
G-R-S Tlpe K relays may be used for aII circuits in the NX system.
Their exclusive use is recommended only for relatively small and simple
installations with route indicator panels. They may advantageously be used
with small cTc-t1pe relays on any installation where the use of the Type B
plug-in relay is not desired. Some modification of circuits and the sacri-
fice of certain features is necessary if TWe K relays are used throughout.
Where space becomes a factor in an existing tower, Tlpe B relays are
recommended. They are small, compact, and have relatively greater
contact capacity. They are all plugged in on plugboards mounted on racks
2 feet wide, which may be pre-wired in the factory and shipped in sections.
A relay can be replaced in less than a minute.
When economical to do so, non-vital circuits may be taken through
small cTc-type plug-in relays which are housed in sheet-metal cabinets
mounted on vertical pipes. These relays, called Type A, must be used
with line-o-Iite indications to avoid any undesirable light flashes.

87
 RAITWAY SIGNAI. SYSTEMS

NX Operotion
Let us now turn our attention to the actual lO( operation starting with
a simple route line-up.
A Simple Roufe Line-up
The following sequence of illustrations shows how the operator lines
up a simple route between two opposing signals. The control panel used
for these illustrations is the San Francisco installation, shown in Figure
40, page ?3.

On this illustration we
have added arrows to show
the entrance and exit points
of the route we wish to set
up.

The operator presses the

entrance knob correspond-
ing with the point where
the train will enter the
route. The light behind the
arrow begins to flash, in-
dicating that a route has
been initiated at that point.

88
INTERLOCKING

He next presses the exit

button corresponding with
the point where the train
will leave the route. The
r est is automatic. The
entrance and exit points
having once been estab-
lished, the system throws
the switches and clears the
signals.

The route indicators snap

into position to outline the
route; red "lock lightsr"
behird the pointed ends of the
route indicators, show that
the switches are locked; a
steady white light in the en-
trance knob indicates that
the signal has cleared.

As the train travels over

the route, the white track
lights are illuminated. The
Iight in the entrance knob
is extinguished as the signal
goes to stop behind the
train. The red lock lights
a re extinguished as the
switches in the route are
r eleased.

89
 RAILWAY SIGNAL SYSTEMS

If the operator wishes to

change the route before the
train accepts it,he first
cancels by pulling the en-
trance knob. He lines up
the new route as described
before.

End-to-end Route Line-up

So far a simple short

route line-up has been de-
iaattt
scribed. A long route com-
p rising several sections
could be Iined up similarly
from beginning to end by
pressing each entrance knob
and exit button having an
arrow pointing in the same
& direction.

The end-to-end feature

reduces this manipulation.
The operator presses the
entrance knob at the very
beginning of the route.

*' t1

90
 INTERTOCKING

He skips over the inter-

vening buttons and presses
the exit button at the very.
end of the route.

Route indicators line up,

switches operate, signals
clear (including the inter-
mediate ones), and steady
lights appear in the corre-
sponding entrance knobs.
-i -r

t ,i.

*$* If the operator wishes to

a ,, aaaata cancel any section of the
route, he pulls the entrance
knob. This puts the corre-
sponding signal to stop and.
if no train is approaching,
releases the switches in
that section.
ir h..
t

9l
 RAILWAY SIGNAL SYSTEMS

Automotic Route Selection

In a terminal or yard usually there are several routes between any
two points. If one is obstructed, the operator can line up a second; but
this takes time, as optional routes are usually more complex.
With NX, however, the operator presses the entrance knob and the
exit button at the two ends of the route. If the preferred route is not
available, the next best optional route is lined up instantly. The photo
sequence tells the story.

x
:1>

.ir';" *;i;;*'
Irl :rr

Here is the preferred route from an entrance N to an exit X.

f,w
N :: .1rr1::
_
.8;
ie t3:'
rtlr!,'i,i+;, i:$ t&

Suppose, however, that, before the operator lines up the route

from N to X, the switch (marked by arrow) is used by the short
route indicated.

8b-

,w
N $ wl
{.."s

: &
I q#1
/:.
A rw .t1
's
Now if the operator presses entrance knob N and exit button X,
the NX system automatically lines up this next best route.
92
 INTERI.OCKING

i& $5.
val.
i5p /:,
x
1:&, lW'
N ffi
.ni !*sj
i,.*]
/t\
w
-r* '{d
:

To go a step further, suppose that the two switches out by

the arrows) are used by the short route indicated, and the operator
still wishes to line up the route from N to X.

x
\,.:l'
N ".;'qj
't" i

This is the new route trom N to X. Note there are two possible
crossovers that could have lined up, but the Ir[)( system chooses the
one marked with an arrow because it is a high-speed crossover.

.iT!'
x
(&i t&'
.v.
. rl:.ri l.;:,.:::.
: : r:t::
:m
I
,W {sl
N .*, *"m .$
LB)
r{S #
A third possibility exists in that the two routes indicated may be
lined up. To select a route now from N to X would ordinarily take
some mental effort on the of the rator.
,; :.

x
(s.]
/\ 9i
&
N
.

is, ,,s'
,&: wr
-# iai!,q*Bia. #..

with NX, he again presses entrance knob N and exit button X; a

route is immediately lined up.
93
 RAITWAY SIGNAT SYSTEMS

NX Feotures
NX electric interlocking is equally adaptable to Iarge or small lay-
outs; however, the more complex the track arrangement and the more
dense the traffic, the greater the advantage derived from the simplicity
and speed of operation which distinguishes this system. Some I0( features
are:
1. Simplicity of operation:
(a) To line up any route, the operator merely manipulates an en-
trance knob and an exit button.
(b) The operator never has to think in terms of switches and sig-
nals. His sole concern is that of identifying routes by their
"entrances" and "exits".
(c) If a preferred route is not available, an alternate route is
automatically selected and set up.
(d) The control panel presents a geographic representation of the
track layout. The operating picture is so clear on the control
panel that no separate charts or diagrams are necessary.
(e) Individual switches, crossovers, etc., may be independently
operated (when conditions permit) by means of test keys pro-
vided, one for each function.
(f) Any attempt to set up a conflicting route cannot disturb a route
already established.
(g) Sigrrals may be arranged to operate as desired: semi-automatic
stick, semi-automatic non-stick, or non-automatic. Manner of
operation may be selected by different manipulations of the
entrance knobs.
2. Speed of operation:
(a) The operator makes only two simple movements to set up a
route. This is true whether it be a simple route, an end-to-end
94
 IN TERTOCKING

movement involving a number of switches and one or more

intermediate signals, or the substitution of an alternate route
if part of the preferred route is occupied or blocked. The
time involved consists merely of the time required for the
operator to make the two simple movements plus the time
required for relays and switch machines and signals to operate -
only a few seconds at the most.
(b) When routes are lined r:p with the automatic restoration feature,
no levers or knobs need be restored to normal after the passage
of a train.
(c) With the setting up of routes reduced to recognizing where a
train is to enter the plant and identifying the point where it is
to depart, the operator can give full attention to train operation,
thereby speeding up the handling of tralfic.
(d) Since one operator can handle many train movements, control
of an entire terminal can often be concentrated under one man.
This naturally makes for smoother and speedier operation.
3. Possibility of error reduced:
(a) With the operator having only to concentrate on the entrance
point and exit point, the chances of setting up a wrong route
are practically eliminated.
(b) Conflicting routes cannot be set up.
(c) fle complete graphic picture of the track layout and the con-
ditions existing largely eliminates the possibility of wrongly
identifying the train, its entrance point or its exit point.
4. Maximum safety:
Accepted interlocking principles and practices, according to
railroad standards, are combined in the NX electric inter-
locking system to insure maximum safety of operation.
95
 RAITWAY SIGNAT SYSTEMS

5. Flexibility:
(a) NX can be applied to any form of power interlocking.
(b) N)( can be applied to any track layout.
(c) NX can be arranged to provide any number of practical oper-
ating characteristics.
(d) NX circuits can be arranged for use with:
(1) c-R-S Type B plug-in relays throughout.
(2) G-n-S Type A plug-in relays for non-vital circuits and
Type B relays for vital circuits.
(3) C-n-S Type A plug-in relays for non-vital circuits and
G-R-S Type K relays for vital circuits.
(e) Panel indications may be varied to fit your preference.
(f) Floor or table-top type control machines can be furnished.
6. Economic:
(a) Smaller control room space is required. This permits using
existing housing facilities; space in a station office for example,
or smaller towers with a corresponding reduction in heating
and maintenance requirem ents.
If Type B plug-in relays are used, only about 1/3 the relay
room space is required as when Type K relays are used.
(b) Control machine maintenance and replacement are less than
that required for electric interlocking machines having mech-
anical locking between lever s.
(c) One operator can handle large layouts with speed and efficiency.
(d) Operating benefits are derived from increased flexibility,
speed and efficiency of operation.

96
 E&q

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 REMOTE
CONTROL

SECTION I N DEX

General description and applications 100

Unit-wire remote control. 101

Coded remote control 101

Factors determining choice of system . t02

Syncrostep coded system . 103

99
 RAILWAY SIGNAI SYSTEMS

GENERAT DESCRIPTION AND APPLICATIONS

Remote control is defined as a method of controlling and operating out-
lying signal apparatus from a designated point. Such apparatus, consisting
of switches, signals, locks and other devices, is so interlocked that the
setting up of conflicting routes or the clearing of signals that would permit
a train to enter an unsafe route, or the taking away from a train of a route
or a portion thereof into which the train has received a signal to enter, is
prevented except as allowed by some predetermined procedure.
Remote control is used to advantage at ends of sidings or double track,
crossovers, junction points, yard leads, crossings and similar layouts
where an operator at some remote station or office can exercise the re-
quired manual control of power -operated switches and signals, which will
enable trains to proceed without stopping or unduly slovr'ing down. Trains
can be directed by signal indications in such a manner that full advantage
can be taken of conditions as they occur. Train movements are thus
expedited; and safety, track capacity, and overall efficiency of operation
are increased,
Remote control is frequently used to replace existing interlockers,
particularly small interlockers in need of repair or replacement. Ap-
preciable reductions in annual maintenance and operation costs are often
realized on such replacements.
Early remote control installations, which began in the 1g20's, frequently
employed table interlockers, with or without mechanical locking between
levers. As the trend toward all-relay interlocking began, it soon became
apparent that the same principles and practices could be readily adapted
to remote control. Many circuits were devised, generally with the purpose
in mind of keeping a minimum number of line wires between the control
office and the field location. The result is that today there are two
schemes in general use, the unit-wire system and the coded system.
r00
 REMOTE CONTROT

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Figure 58. Unit-wire remote control on the Gulf, Mobile and Ohio.

The unit-wire system employs circuits that utilize each wire between
the control office and the field location for more than one purpose, that
is, one wire may transmit the switch control outward (from control office)
wire may transmit
and the signal-clear indications inward, and another
the signal control outward and the switch-correspondence and track
information inward.

The coded systems reduce the number of Iine wires between the control
office and the field location to a bare minimum - two or three wires, de-
pending on the code system used, for any number of fleld functions and

roI
 indications. The almost universal practice today is to employ the 2-wire
code system such as the G-R-S Type K (see page 128) and the G-R-S
Syncrostep (page 103).

The determining factor which governs whether the unit-wire or the

code scheme is to be used is generally an economic one. If the location
is comparatively local, say a few thousand feet from the control office,
and conditions are suitable, it is generally more economical to employ
the unit-wire system. If the location is a number of miles distant, or the
installation and maintenance of a number of line wires would be too ex-
pensive, the coded system may be economically justified. Possible future
extension of the facilities should also be given consideration. The code

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Figure 59. Coded remote

control machine on the
Southern Railway System.

Figure 60. Remotely con-

trolled Type S A signals on
the New York Central System

t02
 REMOTE CONTROI.

system can be extended at some later date to include additional locations

at small additional cost. This would not be economically practical with
the unit-wire scheme.

A new coded system for the remote control of interlockings has recently
been introduced. It is known as Syncrostep, and requires only two wires
between the control office and the remote interlocking,
Syncrostep is fast. It takes one second to transmit a control and two
seconds to receive the indication. In other words, the control lever to
reverse a switch is hardly flipped over when the switch points themselves
start to move.
Syncrostep has large capacity for controls and indications. A large
interlocking having many switches and signals can be controlled with as
much ease as a small interlocking.
Syncrostep is easy to maintain. The operating principle is simple to
understand. It is based on the unique principle of using free swings of two
mechanical oscillators - circuit - to
one at each end of a two-wire line
create the steps of a code. The term Syncrostep is derived from the
synchronous stepping thus produced
For complete information on G-R-S remote control systems ask your
nearest G-R-S representative.

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 CENTRATIZED
TRAFFIC
CONTROT

SECTION INDEX

Train operation before cTc 106

General description of cTc 107
cTc operating benefits 108
The cTc operating picture. t14
G-R-S cTc systems L24
Unit-wire system . . 725
Type F coded system t25
Type H coded system t26
Type K coded system t28
The application of cTc . . 130
G-R-S carrier control 134

t05
 RAITWAY SIGNAI. SYSTEMS

TRAIN OPERATION BEFORE cTc

In America, the common method oI railroad operation has been - and

still is on the greater mileage of roads
- a method whereby the movements
of trains over routes and through blocks are governed by means of time-
table superiority and the use of train orders. These facilities may be
supplemented by automatic block signals and by interlocking plants at
strategic points. The train dispatcher is responsible for directing the
movements of all trains over a section of tracks, usually an operating
division of approximately one hundred or more miles of line made up of
a succession of station-to - station blocks. In other countries, the basic
method is somewhat different. Usually, trains are advanced station-to-
station according to available time-space in the blocks and the ability of
the stations at the receiving ends to accept the trains. Through trains
are advanced by means oi directions originating more or less at the scene
of action, with some regard given to the schedules of time-table trains.
With the time -table and train-order method of operation, trains govern
themselves to a large degree by means of their own schedules and the
schedules of other trains. If a train is not scheduled, the dispatcher issues
train orders which give it authority to occupy the main track and to govern
its movements with respect to other trains. Such orders are transmitted
to all trains concerned. If something happens which makes it necessary
to revise a scheduled train's operation, additional orders must be issued
accordingly. The dispatcher is dependent upon local wayside operators
for information on the progress of trains, anri he uses this information,
along with his own knowledge of the road, the trains involved, the weather
and other factors, to direct his trains intelligently. He is also dependent
upon the wayside operators to get the orders to the respective train
crews. This means the orders must be in the hands of the train crews
prior to the time and place where the desired action is to be taken. The
r06
 CENTRAIIZED TRAFFIC CONTROT

orders must be based upon operation predictions arrived at by studying all

operating information available at the time the orders are originated.
Any unpredicted operating situation happening in the meantime means a
delay to all trains concerned until new orders can be issued.
Thus, until better means were thought of, the time-table and train-order
method of operation handled the burden of moving traffic in as orderly
and expeditious a manner as possible. At times, especially during dense
traffic periods or when something unpredictable disrupted the planned
movement of traffic, those concerned with the directing of train move-
ments were overtaxed to the point where costly tralfic delays occurred.

GENERAL DESCRIPTION OF cTc

Centralized traffic control, an original development of the General
Railway Signat Company, was first installed in 1927. Effective October 1,
1950, the U. S. Interstate Commerce Commission broadened the long-
familiar term "centralized traffic control" to t'traIfic control systemr"
defining it as follows:
A block system under which train
movements are authorized by block
signals whose indications supersede
the superiority of trains for both op-
posing and following movements on
the same track.
For the sake of convenience in reference and because of established
custom, we shall refer to the system in our description as "centralized
traffic control" or "cTc" for short.
In practice, a centralized traffic control installation is made up of a
succession of remotely controlled interlockings, usually with automatic
block signals provided on the intervening trackage. Such an arrangement
may be adapted to practically any electric signal installation. and to single-
or multiple -track roads. A control machine, Iocated in an open office

t07
 RAITWAY SIGNAI SYSTEMS

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Figure 61. The first installation of centralized traffic control was be-
tween Stanley and Berwick, Ohio, on the New York Central
System. This is the original control machine at Fostoria,
Ohio, in service July 25, L927.
within, adjacent to, or remote from the installation, provides means for
initiating the desired controls and for displaying the indications, which,
automatically and continuously, keep the operator informed of train move-
ments and track conditions. Important switches, crossovers, etc. are
usually power operated to expedite the movement of trains into and out
of sidings, junctions, over crossovers, etc.

cTc OPERATING BENEFITS

cTc cuts train time spent en route.
cTc increases track capacity.
cTc increases the flexibility of operation.
cTc steps up gross ton-miles per train-hour.
I08
 CENTRATIZED TRAF F IC CONTROT

cTc increases the availability of cars, locomotives, and train crews.

cTc expedites traffic regardless of its nature, the conditions, the time
or the order in which it enters cTc territory.
cTc is far more economical to install and maintain than additional
track.
cTc increases safety of train operation.
The cost of installing centralized traffic control and the return on the
investment will vary with local conditions, that is, with what facilities
existed prior to the installation and what method of operation was in use
prior to the installation. It is not uncommon for the arurual return to aver-
age Irom 75Vo to 30Vo on the investment - in some cases even higher.
Oftentimes, a number of manually operated interlockers are retired by
consolidating the control of their functions in one cTc machine. In such
cases, considerable reductions in annual maintenance and operating costs
are usually realized.
The continuous and automatic up -to-the -minute inlormation on track
conditions and on the whereabouts and progress of every train, plus the
ability to operate switches and signals nearby or miles away, eliminate
delays and increase track capacities. Trains are directed at the time
and at the place the desired action is to be taken. Under normal con-
ditions, efficiency and economy of operation are increased. Under ab-
normal conditions, such as bad weather, peak traffic periods, etc., the
benefits of cTc are really outstanding.
The best way to evaluate cTc is to review the figures furnished by
some of the railroads using it. Take, for example, the first installation
of cTc, made in 1927 between Stanley and Berwick, Ohio, 40.2 miles, on
the New York Central - 36.9 miles of single track and 3.3 miles of double
track. 32 power-operated switches and 102 controlled signals are included
in the territory.
l09
 RAITWAY SIGNAT SYSTEMS

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Figure 62. cTc control machine at Hali.fax, Nova Scotia, on the Canadian
National Railways.
At the time of installation, the problenr was insufficient traffic capacity,
a bottleneck in the single-track territo;ry. After the installation of cTc,
the following benefits were realized:
Freight train speeil increased 36Vo
Gross ton-miles per train-hour increased 39Vo

Traffic capacity increased 40Vo

Gross tons per train inereased ZVo
Freight train-hours per trip decreased,26Vo
Minutes saved per freight-train-mile 1.8
The annual savings amounted to $348,518, or 65Vo
of the installation cost. This amount was arrived at
in partby savingthe costofdouble tracking this territory,
an estimated $2,000,000. The 40Vo increase in traf-
fic capacity broke the bottleneck.
tto
 CENTRATIZED IRAFFIC CONTROI,

Another installation of note is on the Canadian National Railways

between Moncton, N. B. and Halifax, N. S. Included in this temitory is an
operating district 124.7 miles long between Moncton, N. B. and Truro,
N. S. cTc was installed on this district in 1941. Approximately 100 miles
of this line is single track. Here again the problem was insuflicient track
capacity. To have double tracked the 100 or so miles of single track would
have cost approximately $5,000,000, and it would have required at least a
couple of years to complete theproject. cTc was installed and in service
in only slightly more than 6 months. The cost was proportionally less.
Prior to cTc, operation was by the time-table train-order method.
After cTc was in service, the average through freight train went from
13.8 miles per hour to 18.1 miles per hour - a 30Vo incr ease. This
average speed takes in all enroute time, terminal to terminal, includ-
ing stops for water, for the setting out and picking up of cars, and for
entering, leaving, and waiting on sidings when necessary. Actually, the
average through freight train enroute time is reduced from I hours to
6 hours and 54 minutes - a 24Vo reduction.
These benefits were realized despite the fact that the gross ton-miles
increased !4.6Vo, and the net ton-miles increased 22.9Vo after cTc was
installed. It is interesting to note that for the two typical months chosen
for the comparative study, before and after cTc, 115 more trains were
handled during the month after cTc was installed than during the similar
month before. Remembering that train interference increases directly
with tralfic density, we can better appreciate the efficiency and expediency
possible with cTc.
Interesting operating highlights recorded on this installation are: 36
special passenger trains were handled in one day in addition to the usual
traffic, 78 trains have been handled in one day with, at one time, 22 trains
on 48 miles of the line. Numerous non-stop meets are made in the single-

III
 RAITWAY SIGNAI SYSTE M5

track territory. The capacity of the line was increased 50 to 70Vo. The
decreased enroute time and faster terminal clearance so increased
the availability of motive power that it was estimated that in the first
winter eight locomotives in effect, were released for use elsewhere.
And last but not least, safety of operation was increased.
An official of the Missouri Pacific Railway says the following regarding
the large mileage of G-R-S cTc on his road:
t'A comprehensive study of comparable gains has not yet been com-
pleted, but it seems saJe to say that on the Arkansas Division our trains
are getting over our 324.6 miles of roadway about five hours faster than
would be possible without cTc."
What may perhaps be termed one of the busiest single tracks in the
world is on the Missouri Pacific, 27 miles between Roots and Raddle,
Illinois. This stretch of single track connects two sections of double
track. As many as 84 trains, some of them more than 100 cars long,
have traversed this section in a single day. The average is 70 trains daily.
Prior to 1938, when an average of 55 trains a day was handled by train
order and time table, it was not unusual for trains to take 3 hours to trav-
erse this 2 7 miles. Figures taken, after cTc was installed, on a day
when 77 trains moved over this section show a number of freights trav-
ersed it in less than 90 minutes. Here again, the perfect coordination
oI train movement information with the directing that is possible with
cTc has eliminated previously unavoidable delays.
In 1940, the Delaware and Hudson Railroad installed G-R-S cTc on one
section of their mainline and, as a result, removed 23 miles of third track
and found that they were better able to handle the traffic on the remaining
two tracks equipped with cTc than was possible with the three tracks prior
to the installation of cTc.
At another point on their lines, in 1936, cTc on 6 miles of double track
112
 CENTRALIZED TRAFFIC CONTROT

,d,

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Figure 63. cco ma

Albany, New York, on the Delaware
and Hudson Ra

Figure 64. cTc helps speed traffic through mountainous territory on the
Denver and Rio Grande Western Railroad.
tt3
 RAITWAY SIGNAI SYSTEMS

resulted in the elimination of four interlockers. As many as 339 train and

Iocomotive movements are handled daily in this 6 -mile territory, all
directed from the one control machine. Usually, the biggest benefits of
cTc are realized on long stretches of track. However, as on the Dela-
ware and Hudson, short sections of track with their own peculiar operating
problems can often use cTc to effect large savings in both train time and
operating expenses.
The Denver and Rio Grande Western has in service over 500 miles
of G-R-S cTc, most of it in rugged Rocky Mountain territory. During
World War II, the Denver and Rio Grande handled a 97.3Vo average in-
crease in traffic. At that, on one 107-mile section, freight train time
was cut 2 hours. At one time, 19 non-stop meets were recorded in 3-l/2
hours.
On the Denver and Salt Lake line which cuts a direct route through the
Rocky Mountains (via Moffat Tunnel), linking the Denver and Rio Grande
Western Railroad between Denver and Orestod, increasing traffic had
brought about a sharp decline in efficiency. Gross ton-miles per train-
hour dipped lTVo and average train speeds f.ell 20Vo. Many trains were
forced to detour. AIter installation of cTc, in 1942, not only were the
detours eliminated, but, despite a traffic increase of 2l4%o, average train
speeds were stepped up.
Other railroads have had similar experience with cTc - the Chicago,
Burlington and Quincy; the Iouisville and Nashville; the Boston and Maine;
the Texas and Pacific; and many others.

THE cTc OPERAIING PICIURE

Since the operator of a cTc machine has direct control over many
functions previously handled by wayside operators, such indications as
will facilitate the planning of train movements and the manipulation of

I 14
 CENTRATIZED TRAFFIC CONTROI.

the control machine to direct the execution of those movements with

maximum efficiency have been incorporated in the control panels. In
fact, the usual cTc machine provides more complete information, auto-
matically and quickly, than would be possible with wayside operators.
Individual controls are provided for all power-operated switches (and,
if desired, all electrically locked hand-operated switches) and for all
interlocked signals, that is, signals located at controlled points such as
ends of sidings, crossovers, junctions, etc. The automatic block inter-
mediate wayside signals located between controlled points operate in-
herently as a part of the system, but their individual controls are simply
field circuits, arranged for automatic operation. Other wayside facilities
such as employee call devices, tunnel door locks, etc. may be placed under
the control of the cTc operator if desired.
Figure 65, 66, 6?, page 116, show typical cTc control machines. If
the territory to be controlled is extensive, say one hundred miles or more,
the control machine (usually a floor mounting model) may be L or U-
shaped, as shown in Figure 65. This arrangement brings all the panels
within convenient reach of the operator. Figure 66 shows a typical control
machine for mounting on a desk or table.
Figure 67 is a floor mounting model. On this machine you may also
see an example of a supplementary track diagram (at the top of the control
panel). Such a diagram shows car capacity of sidings, lengths of inter-
mediate tracks, and other information helpful to operation.
Referring to the control panels and track layout shown in Figure 68,
on foldout page 121, manipulation of the levers, etc. and the various indi-
cations and their meanings are as follows: at the top of the control panels
are engraved the names of the controlled points or sidings. Below these
and above the track diagram are located the power-off lights, one for each

TI5
 RAITWAY SIGNAT SYSTEMS

$i

Figure 65. Larger control

machines may be U-shaped,
as this one on the Chicago,
Burlington and Quincy R.R.

Figure 66. Type B, e o 6a6n

table mounting, cTc .o ,**
':t.$ t t
, i -! .d'.*' ,{&' .+"' d'i{
control machine. *'{' f. ni +'
** *.4 tL

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Figure 67. Type C,

floor mounting, cTc
control machine.

controlled point or field location. These lights are normally dark. When
steadily illuminated (red), they indicate that the a-c. power is off at
that location. If the installation is coded cTc, these lights will be light-
ed throughout the duration of an indication cycle from their fietd location.
Should the a-c. power be off and a light is burning steady, then it will be
extinguished throughout the durationof an indication cycle from its respec-
tive field location. This feature keeps the operator informed as to power
conditions at the field location and also enables him to readily identify
lt6
 CENTRATIZED TRAFFIC CONTROT

the field locations sending in an indication. Both are valuable in event

of an operating abnormality.
Next, we have the engraved track diagram, Iaid out in geographic
representation of the territory controlled. Adjacent to it are signal
symbols with identifying numbers and the number or name of the switch
or crossover or other controlled facility. Within the track line itself
are located the track-occupancy indicating lights for different sections
of track circuited track. For sections not track circuited, token holes
are provided so that the operator may post pertinent information. For
example, a work train or a damaged car may be on a non-track-circuited
s iding. By posting a token bearing the train number or the word t'cripple",
he can keep himself and other operators informed of this condition. White
Iights are generally provided for approach and intermediate track sections
and red lights for the
tbS" track sections (detector track sections within
controlled points). These lights are normally dark and are illuminated
during track occupancy or in event of a broken rail or any other condition
that causes the track relay to open its front contacts. An audible signal,
bell or buzzer, may be provided to work with the OS lights or important
approach lights. These are usually arranged to sound momentarily at
the time the track-occupancy indication is first displayed.
Below the track diagram are the employee-call switches, usually one
for each controlled point. Such devices (at the field location) may be
a horn, ringer or light, or a combination thereof. The switches con-
trolling such devices are two-position, on and off.
Next are shown the signal-clear indication lights, two for each signal
Iever. As shown, the indications are directional, that is, at lever 15 the
light representing the signal governing movements toward the left is
dark while the one representing the signals governing movements toward

117
 RAITWAY SIGNAT SYSTEMS

the right is lighted, indicating that a corresponding signal is clear in the

field.
Next, are the signal levers, which are three-position rotary switches.
Their normal position is center (vertical) which calls for the correspond-
ing group of signals to display their stop aspects. Turning a lever to
the right (as lever 15 is shown) calls for a signal governing movement
toward the right to clearl to the left for a signal governing movement
toward the left (see lever 19). The selection as regards which of two or
more signals governing in the same direction will clear is a field function,
controlled by local signal selection circuits taken through switch-repeater
relays. cTc controlled signals are usually arranged for stick operation,
that is, they are automatically put to stop upon acceptance by a train.
They will remain at stop until again cleared by the operator. Non-auto-
matic operation may be provided if desired.
Below the signal levers are the switch levers, one for each switch or
crossover associated with the signals governed by the lever above. These
levers are also rotary switches, normally two-position as shown, having
the vertical position (see lever 18) as normal. Turning 90 degrees to the
right calls for the switch reverse (see lever 16). Engraved letters N and
R show normal and reverse positions.
Each rotary switch used in G-R-S control machines is designed to ac-
commodate a lamp in its barrel which, when lighted, shines through a
translucent insert. This is known as the switch correspondence light.
When lighted, it indicates that the switch or crossover in the field is not
in correspondence with the position of its controlling lever. Some roads
prefer to use this lamp to indicate that t}te associated switch is electrically
locked in the field. In such case, the switch correspondence light is
located in the panel directly underneath the lever.
At the bottom of the panel are shown the start buttons, ordinarily used

rl8
 CENTRATIZED TRAFFIC CONTROT

only if the cTc system is coded. When controls are to be sent out, say
for example, to reverse swltch 28 and clear signal 27R at Dayton for the
train shown leaving Cortland, the operator turns signal lever 27 and
switch lever 28 to the right, Then he pushes the start button directly
below levers 27 and 28. The transmission of the controls to the field
will not begin until after the start button is pushed. The control message,
received and deciphered in the field, will ask for switch 28 to reverse
and then for the Iower unit on signal 27R to clear, indicating that a di-
verging route is set up. The execution of these controls will, of course,
be subject to the local interlocking circuits at the location, including
detector locking, approach locking, track and block conditions, etc.
At the time switch Iever 28 is turned to the right, the switch-cor-
respondence light in the barrel of the lever is lighted, indicating to the
operator that the switch in the field is not in correspondence with the
position of the lever. This light remains lighted until an indication mes-
sage is received in the control office to the effect that the switch is over
(reverse) and locked. When an indication message is received to the
effect that signal 27R has cleared, the signal-clear indication light above
and to the right of signal lever 27 is lighted.
The foregoing control panel description is of an assumed typical panel.
Variations according to the individual railroad's preference may be made.
For example, some roads prefer one lamp in the barrel of the signal
lever to indicate signal-clear, whether right- or left-hand signal, instead
of the two directional signal-clear indication lamps shown. Another
feature sometimes provided is a lock light f or each switch lever. This
lamp may be carried in the barrel of the switch lever, with the switch-
correspondence lamp located directly below the lever, or vice versa.
When lighted, the lock light indicates tltat the switch is electrically locked
in the field and will not respond to controls asking for a change in its

I19
 RAITWAY SIGNAT SYSTEMS

position. Signal and switch levers may be transposed, the switch above
and the signal below. Switch levers may be three-position, arranged to
call for the switch reverse with lever horizontal to the right or to the left.
In this way, if a train movement is to be made toward the right, all levers
being positioned (other than normal) for such a move may be positioned
toward the right; if to the left, all levers would point left. Another push-
button may be added to be operated in conjunction with the signal lever
when a non-automatic (call-on) signal is to be cleared. Such an arrange-
ment insures against the displaying of such an indication except when
deliberately executed by the operator.
Local field circuits may be arranged for either of two basic schemes
of cTc operation: with or without preconditioning. With preconditioning
permitted, the controls required to change a route for a second train may
be transmitted to and stored at a field location in preparation for the
second train while a first train is occupying a conflicting route. With this
arrangement, the stored controls will automatically change the route as
soon as the locking circuits are released by the departure of the first
train. This means that with preconditioning, controls can be initiated by
the operator to line up the second route as soon as indications on the con-
trol panel show that the first train has occupied the first route. This
type of operation tends to expedite train movements, particularly when
used at points where trains meet or pass. Without preconditioning, the
operator must wait until indications are displayed telling him that the
first train has departed before he can initiate controls asking for a route
change.
Another feature sometimes incorporated in the control machine is to
have exit lights provided. Exit lights assist the operator in readily deter-
mining if its entirety before he pushes
he has lined up the desired route in
the start buttons and sends the controls to the field for execution. This

120
 CORTLAND DAYTON

26
'.-@

I.4 MILES 2 MILES I.5 MILES

SIGNAL SYMBOLS
@= GREen
CORTLAND DAYTON O = YELtOw
@:RED

o o o POWER-OFF AND
LOCATION LIGHTS
(RED)

23L 25L 28 TRACK CIRCUITED

25R 27R
NOT TRACK
CIRCUITED

OS TRACK LIGHT (RED)

INTERMEDIATE TRACK
LrcHrs (wHtrE)

@ @ @ EMPLOYEE
swrTcHEs
-CALL

SIGNAL-CLEAR
rNDrcATtoN LtqHTS
<@- 21 --@> -@- 23 -@* .*O- eS fA1 (wHtrE)
/l\ 27

RL RL RL R
SIGNAL LEVERS

22 24 26 28
N N N

R R R
SWITCH LEVERS

SWITCH CORRESPONDENCE

o o o
LTGHTS (WHtTE)

START BUTTONS

Figure 68. Typical cTc layout and associated control panels.

t2t
 CENTRALIZED TRAFFIC CONTROT

is of particular value for layouts where a number of possible routes

diverge lrom any given entrance point. When the operator desires a
certain route, he first positions all required switch and signal levers.
At this time an exit light will be lighted at the point on the engraved
track diagram showing the point to which his route lineup leads or, in
other words, to the point where the train will exit. He is thus assured
that he had positioned all levers properly and may then push the required
start buttons to begin the transmission of the controls to the field.
If the system is coded cTc, a succession of controls may be initiated
on the control panel at one time. The system will store such initiated
controls and release them, one at a time, for transmission to the field
in rapid succession without further attention on the part of the operator.
Any controls so stored awaiting their turn to be transmitted may be can-
celled by the operator, if desired.
If it is considered necessary to verify the indications from any field
location, a recheck switch provided on the control machine's master panel
may be operated in conjunction with the start button for the particular field
location. By means of this facility, a complete check of the indications
from a field location may be made without disturbing any of the field
functions, that is, without changing the position of a switch or the indication
displayed by a signal.
If some abnormal condition at one of the field locations causes that
station to repeatedly transmit indications into the control office and thus
a 'tield cancel" switch
occupy the line to the exclusion of other stations,
provided on the power and test panel of the cTc machine may be mani-
pulated, and the impaired field location will be made to retire and free
the line.
A facility often added to machines controlling extensive territories is
an automatic train recorder. The recorder may be installed as an integral

r23
 RAITWAY SIGNAT SYSTEMs

part of the control machine. Records of train movements are automat-

ically made on a constantly moving chart which is marked with time
graduations. The chart is also provided with location identifying lines
by means of which the various siding ends, crossovers, junction points,
etc. may be identified. Provision is usually made to record the occupancy
by a train of each OS track section in the territory. Signal-clear or
other desired information may be recorded if desired. The operator,
at his convenience, may connect all recording marks made by a train,
and in this way the chart becomes a graphic train sheet.
Telephone, telegraph and other desired apparatus may be provided
space in the control machine as required. Telephone communication cir-
cuits are often combined on the cTc control line with the code circuits.
Such facility may be supplemented with the employee call facility, generally
provided for use when the operator desires to call a particular field
location, and by a voice-actuated call device which will audibly signal
the operator when parties call from the field.
In brief, any practical control machine arrangement or operating
facility may be incorporated in a G-R-S cTc system.

G-R-S cTc SYSTEDTS

There are now four G-R-S cTc systems in general use. The major
differences in these systems are whether they are coded or non-coded
and, in the coded systems, whether they are duplex* or simplex* in opera-
tion and have series or multiple connected line circuits.

* With duplex operation, outgoing control codes and incoming indication

codes may be transmitted simultaneously. With simplex operation,
each must take its turn on the line, with control codes being given pre_
ference.

124
 CENTRATIZED TRAFFIC CONIROT

1. The unit-wire system (non-coded)

This system was the first to be installed. It requires a wire
for the control of each switch and one for the control of associated
signals, plus a common return wire. Actually, the switch-control
wire is also used to bring in to the control office the signal indica-
tions. The switch position and track indications are brought in on
another wire.
Unit-wire installations are still being made on short sections
where it is not planned to extend the territory later and where a
study shows the cost of wire required to be less than the cost of
coding equipment.

2. The Type F coded system

The Type F system uses 2 normally deenergized line circuits,
usually carried over 3 line wires. In some installations, where
the line circuits are carried through long distances of cable, 4
line wires are recommended.
One line wire and the common are used for transmitting the con-
trols outward from the control office. In transmitting controls,
codes composed of positive and negative impulses of equal duration
are impressed upon the control line circuit by the control office
stepper unit. The time required to transmit a control code for a
64-station system is approximately 4 seconds.
The other line wire and the common are used for transmitting
the indication information inward to the control office. In trans-
mitting indication information, codes composed of open and closed
conditions of the indication line circuit are imposed upon the line
by the field location stepper unit. The time required to transmit an
indication code for a 64 - station system is approximately 4 seconds.

125
 RAITWAY SIGNAI SYSTEI\AS

The Type F system is arranged for simultaneous transmission

of a control code and an indication code to and from the same or
different field locations, hence, it is referred to as a duplex system.
This means that inbound indications are not held back when outbound
controls are being transmitted, or, that controls are not held back
by indications. Because of this feature, this system has found
special favor in heavy traffic territories.
The control office may be located either at one end of the line
circuit for single-end operation or at an intermediate point in the
line circuit for double-end operation. With double-end operation,
the two line circuits may be operated by the same control office
master unit.

3. The Tylpe H coded system

The Type H system uses one normally energized line circuit,
supplied with energy at the control office and carried over 2 Iine
wires. The control office line relay and all field line relays are
series connected in the line circuit. It allocates, in sequence, the
use of the 2 line wires for the transmission of controls and in-
dications and is therefore " simplex" in operation, that is, it trans-
mits controls on one cycle and indications on another, but cannot
transmit and decipher controls and indications simultaneously.
Controls take priority over indications,
In transmitting controls, codes composed of polarized impulses
of equal duration are impressed upon the line circuit by the control
office stepper. The time required to transmit a control code for
a 64-station system is approximately 4 seconds.
Indication codes are transmitted from the field locations to the
control office by means of long or short ON line current impulses

r26
 CENTRATIZED TRAFFIC CONTROT

coNrRot coDEs
TAXEN FROM EXECUTED
IRANSMITTED
TINE HERE HERE

INDICATION
DISPI.AYED
IRANSMITTED
HERE IINE

CTC IINE CIC TINE

TO CTC

) tocATtoNS
BEYONO
APPIICATION MASTER
UNIT UNIT STEPPER
UNIT APPTICATION
UNIT
wt *l ;ttttftfi
i(r
CONTROLS * :ri*rt
ah,
I rriw +++++ k'rriir* $i lks?{rr
til
lI .V rrrl +++
*,rfiflt ;:-
i crrrfirl t
ss +
INDICATIONS

CONTROL CODING EOUIPMENT

PANEL
CODING EQUIPMENT
FUNCIION CONTROI. AND {
INDICATION RETAYS i
CONTROT OFFICE FIETD TOCATION
FIELD FUNCTIONS

Figure 69. Organization of G-R-S coded cTc systems. Line may be

2- or 3-wire, and line-connected units may be in series
or multiple, depending on system.
without polarization and by long and short OFF periods between
the line current impulses. The ON signifies the periods when line
current is flowing, the OFF when no line current is flowing. The
time required to transmit an indication code is approximately 5.5
to 6 seconds.
The control office may be remote or adjacent to either end of
the line for single-end operation. If it is at an intermediate point in
the Iine, double-end operation may be provided by means of 2 con-
trol office master or stepper units or by means of a code repeater
arrangement. Code repeaters may also be used to extend the oper-
able length of the cTc line or to handle a branch line without looping
the main line circuit out and back over the branch.

127
 RAITWAY S IGNAT SYSTEMS

Telephone communication facilities for employee use may be

combined on the Type H line circuit. Such a system uses the cTc
for station calling purposes, and the cTc operator is called by
Ioudspeaker or a voice-actuated unit which operates an audible
signal.
Because the system employs series- connected line relays, it is
giving way to the Type K or shunt system, because the shunt system
can be more readily combined with other services.

4. The Type K coded system

This is also a 2-v/ire system but with the field location line
relays connected in multiple or shunt across the 2line wires.
With this arrangement the system can be readily combined and
operated simultaneously with other conventional communication
services on the same pair of line wires. In addition, the cTc codes
can be readily extended to sections beyond the practical limits of
direct-current codes by the application of G-R-S carrier control.
There is also the advantage that if a line break occurs, the system
is operative up to the point of the break. With a series system,
the entire system would be inoperative unless sectionalizing equip-
ment were provided.
The Type K system line circuit is normally energized, receiving
energy from the control office line battery. Like the Type H system,
it allocates, in sequence, the use of 2 line wires for the trans-
mission of controls and indications and is thus simplex in operation.
In transmitting controls, codes are made up of long and short
line current impulses and long and short intervals between the line
current impulses. The time required to transmit a control code for
a 64-station system is approximately 5 to 5.8 seconds.

128
 CENTRALIZED TRAFFIC CONTROL

Indication codes, transmitted from the field locations to the con-

trol office, are made up of long or short periods resulting from
the shunting and unshunting of the line by a field stepper unit. The
time required for the transmission of an indication code is approxi-
mately 3.5 to 4.8 seconds. The code transmission times, both
control and indication, vary within t}te limits given above according
to whether the system is size 8 (16-station capacity) or size 10
(32-station capacity). Indication code time varies according to the
number of indication steps necessary to describe fully the con-
ditions at a particular field location. The greater the system's
capacity, or the greater the number of indications, the longer the
code transmission time.
The control office may be remote from or adjacent to either end
of the installation, or it may be at some intermediate point within
the limits of the installation. In the latter case, if the requirements
of the section are not such as will exceed the practical operating
capacity of the system, the control off ice master unit may be ar-
ranged for double-end operation.
If local conditions are such that it is desired to handle 2 or
more sections extending outward from the control office, G-R-S
carrier control may be employed. With carrier control, each
section may be operated independently of the others, with the first
section handled by direct-current codes directly from the control
machine, and each succeeding section handled by carrier cuments
superimposed on the same 2 line wires, Carrier currents of dif-
ferent frequencies are assigned to each section so handled.
Telephone communication facilities for employee use rnay easily
be combined with the cTc on the linecircuit. The system may use
the cTc for calling outward and a loudspeaker or some suitable
r29
 RAITWAY SIGNAI. SYSTEMS

audible signal operated by a voice-actuated calling unit for signaling

the operator for incoming calls.

THE APPTICATION OF CENTRATIZED TRAFFIC CONTROT

There are many factors that should be given thorough consideration
when planning the application of centralized traffic control to a particular
section of track: the amount of traffic, its nature, its normal flow, and
its peak periods or seasons, present and anticipatedl and the plant, that
is, existing track, sidings, crossovers, and topography, All of these
should be evaluated in a study of the line. This requires the cooperation
of many railroad departments, under the guidance of an individual trained
and experienced in such work. The General Railway Signal Company
has available for such work specially trained engineers, who may be called
upon for consultation at any time without obligation.
As a result of such studies, it is possible to predict, with a high degree
of accuracy, the operating and economic benefits that may be realized by
the installation of centralized traffic control. The general scheme, or,
in other words, the amount of equipment which can be economically justi-
fied, the cTc system best adapted to the requirements, and many other
details, may be determined and decided upon.
There are a number of possible schemes of operation. Any scheme
may, of course, be modified to suit particular requirements or to fit
particular locations.

r rD br-b b K.7
CTC CONTROIL ED cTc coNTR0tLtD
RAOE

r HEAVY TRAFFIC OENSITY .-.---......-

MODERAIT TRAFFIC DENSI'TY .............."......
+ Both tracks siCEled One track sigMled + +Both lracks siE-+
for movements i!
both di.ections

Figure 70a. Example of signaling a multiple-track line to suit traffic

density and topography.
I30
 CENTRATIZED TRAFFIC CONTROT

Take for example a double-track line. As shown in Figure 70a, where

the density of traffic is heavy, power-operated crossovers properly spaced
with both tracks pignaled for movements in both directions wiII permit
maximum utilization of the existing plant. Fast trains may pass the
slower trains without either one stopping. Passenger trains may be routed
to the track adjacent to the wayside stations and, while they wait at these
stations, other trains of the same or opposite direction may pass without
interfering. Where grades exist, and traffic does not warrant signaling
both tracks for both directions, it is often found advantagous to signal
one track for movement in both directions. In this way, if a heavy freight
ls climbing the hili, faster trains may pass on the other track and thus
avoid bunching trains behind the slow one. The entries into these various
sections of track are governed by means of the cTc controlled signals
located at crossovers, junction points, etc. The intermediate signals
are subject to directional control according to the direction of traffic as
established by the cTc control of the entering signals.
F-1 oPTToNAL

+,:. Qr + a{+
+ ?+
CTC CONTROLLED CTC CONTROLLED

Figure ?0b. Example of signaling a light-traffic, single-track line.

traffic directional control - and with or without intermediate
rv\Iith hand-operated switches,
wayside automatic block signals for following move protection.

Sing1e-track lines may be similarly treated according to traffic re-

quirements. Where traffic is light, supervisory control over the signals
only may be provided, as sh.own in Figure 70b. In this manner, trains
may be directed block to block. They may also be directed to enter
sidings, and they may be held in sidings as desired by means of the super-
visory control which can be exercised over the leave-siding signals. The
r3t
 RAITWAY SIGNAL SYSTEMS

track occupancy and signal indications displayed on the control machine

enable the operator to utilize all operating opportunities whenever they
occur.

TC CONTROLL

+
+ + D+ Fn

Figure 70c. Example of signaling a light- to medium-traffic, single-

track line.
With power- and spring-operated switches
- and with or without intermediate wayside auto-
matic block signals Ior following train protection.

Another scheme, shown in Figure 70c, provides supervisory control

over all signals and a power-operated switch at what may be termed the
entering ends of the sidings. At the leaving end of each siding, a spring
switch is provided together with a cTc controlled leave-siding signat.
In this w&Y, practically fult utilization can be made of the sidings, each
being used in a unidirectional manner as shown. Those sidings that
are found to be the most frequently used may be equipped at each end
with a power-operated switch and a full complement of cTc controlled
signals. Intermediate automatic wayside signals may or may not be
provided, according to the frequency of following moves and the track
capacity required.
CTC CONTROLLED

Figure 70d. Example of signaling a medium- to heavy-traffic, single-

track line.
With power-operated Switches generally
- spring-operated
also be power-operated if traffic requirements
switches shown at lap siding may
are such as to warrant provision for normal
either-direction use of both sidings. A full complement of intermediate wayside automatic
block signals, APB or traffic directionally controlled, is provided. These signals are spaced
for maximum track capacity.

t32
 CENTRATIZED TRAFFIC CONIROT

For those single-track lines carrying heavy traffic, a full complement

of cTc controlled signals with a power-operated switch is provided at
each siding end. In this manner, maximum utilization may be made of
all siding facilities, regardless of traffic direction or grades. Inter-
mediate automatic wayside signals spaced for maximum track capacity
are provided, controlled either by the absolute -pe rmissive -block or
traffic - dire ctional method. As shown at the right of Figure 70d, two-
siding stations with lap sidings may be equipped for unidirectional use of
the sidings by providing a spring switch at the siding-Ieaving ends. If
it is desired to use either or both sidings for normal either-dire ction
running, power-operated switches may be substituted for the spring
switches.
As the purpose of centralized traffic control is to direct the move-
ments of trains through a succession of blocks, with the directing being
intelligently guided by means of the operating information automatically
and continuously furnished the operator in the form of indications, the
fundamental scheme is actually one of communication between the field
and the control office. Its salient feature is that it is flexible enough to
combine with practically any rnanner of wayside signaling or signal equip-
ment. Thus, wayside signal operation may be by means of steady-energy
track circuits with line wires for signal and other controls, or it may
be by means of coded track circuits with or without signal-control line
wires. Switches may be power-, hand-, or spring-operated. Signals
may be of any conventional power type. Many such details are optional
and should be given consideration in the final planning. Taking the entire
signaling project into consideration, they all have a bearing on the econ-
omic return that may be rightfully anticipated from a given installation.
Therefore, emphasis must be placed on proper study and engineering
when contemplating an installation of centralized traffic control
r33
 RAITWAY SIGNAT SYSTEMS

G.R-S CARRIER, CONTROT

It is often desirable or necessary to divide a large centralized traffic
control territory into two or more sections, each handled independently
f rom the same control off ice. With coded cTc, this would ordinarily

require separate cTc line wires for each section. However, by means
of G-R-S carrier control, the same line wires may be used to control
2 or more sections of cTc as shown in Figure ?1.
Carrier control is particularly suited for use with G-R-S Type K
coded cTc, since that system can readily be combined with other com-
munication facilities.
Carrier control consists, primarily, of providing high-frequency
carrier currents which act as a connecting link between the control office
and one or more remote sections of coded cTc. The first cTc section may
be, and usually is, handled directly from the control office by means of
conventional d-c. codes without the aid of carrier. The second section
is then remotely controlled from the same control office by means of
carrier currents superimposed on the line wires along with the d-c.
codes of the first section. At the beginning of the second section, these
carrier currents are converted to conventional d-c. code currents for
use by locations in the second section. Indication codes are, of course,
handled in the reverse manner, that is, they originate as d-c. codes at
the field locations in the second section. At the near end, they are con-
verted to carrier currents for transmission to the control office. A
third section can be controlled by means of carrier currents of a different
frequency, superimposed on the same line wires used for the first and
second sections. Additional sections can be controlled in a similar manner
if desired.
Carrier control may also be used to control remotely a complete cTc

134
 CENTRATIZED TRAFFIC CONTROT

territory from a control office iocated some distance from the controlled
territory. This makes it possible and practical to place the control ma-
chine in the railroad's operating headquarters or to centralize the con-
trol of two or more operating divisions at one headquarters, an arrange-
ment that is being favored in recent years.

,;;

"tttt

o'"' S€cord Convertet UDlt

lot Thrs .orv.rts c{rl.r cod€8

10r
dt{ oi fr€qu€Dcy for !€cuon S tnto

ys

Flrst Converter Unlt

Thls conv.rG crrrl.r codes
of lrequency lor sectlon , into
d-c. codes, and vlce versa.
Crlrler ,requ€ncl€8 for sec_
tlons b.rord a.e by-pBs.d.
*

Control O('lce Unit6 d,*'

T'heB€ coovert conventlonal
d-c. codas lnto carrlGr cod€s
(ard vlce Yer6a) lo! contlol oi
secuors 2, 3,

Figure 71. G-R-S carrier control.

I35
 RAITWAY SIGNAL SYSTEMS

---] I

*
i*i

ffi
n
t
I
cTc carrier ffi
equipment
at control 0

off ice.

.I. .r. :,I

ii

l.:.1
:^
lv
.6
,n , ; aO I
: ,t, a- t

n
rs 6!
irl:i, i r lr'

nlt$ "rqria xtltl It:"lliit*

eTc carrier equipment at converter location.

r36
.".df F \1
I
;,, .d#*J
I
ry -l ,ffi 7
k' l
I r
I
I
,i1i r
I
I

'l
r

n
I
]
"+l
%e

J
5
! .ffiil 1
:
r&
i:S
J I
,ff-..q
"*

t.-1
 INTERMITTENT
INDUCTIVE
TRAIN CONTROL

SECTION I N DEX

General description t4t

Features 145

139
 RAITWAY SIGNAT SYSIEMS

Figure 72. Inductor for G-R-S intermittent inductive train control

system.
\\

ffi
,
'{,
,

Figure ?3. Receiverfor G-R-S intermittent inductive train control

system, mounted on diesel-electric locomotive journal box.

* k
4lED
-?"..,*

Figure 74. Relative positions of receiver and inductor when passing.

140
 INTERMITTENT INDUCTIVE
TRAIN CONTROI.

GENERAI. DESCR,IPTION
It is obvious that the desired operation
of a block signar system can
be obtained only white the engineman
remains alert to the aspects which
the signals display, and controls his train
in accordance with the signal
indications' The G-R-s intermittent inductive
train control system is
designed to checkthe enginemall's eu,?reness of restrictive
wayside signals
by requiring him to operate an "acknowredging,, contactor
immediately
before passing such signals- By making acknowledgrnent at
the proper
time, the engineman demonstrates his alertness, and the system permits
him to retain full contror of his train. If he fails to acknowredge prop-
erly, an automatic brake application occurs which cannot be released
until a reset contactor is operated. The reset circuits may be arranged
so that brake release cannot be obtained until (a) train speed has been
reduced to a pre-established low value or (b) the train has been stopped
completely or (c) a pre-established time interval has elapsed. Further-
more, an automatic brake application also occurs if the acknowledging
contactor is held closed for longer than 15 seconds, thus preventing any
attempt to nullify the system by blocking the contactor in the acknowledging
position.
Magnetic induction is used to transfer controls from the wayside signal
circuits to the locomotive equipment. A magnetic structure, called the
inductor, is mounted beside the track immediately ahead of each wayside
signal. Another magnetic structure, the receiver, is mounted on the side
of each locomotive (or tender) so that its pole pieces pass direcily over
the pole pieces of the inductor with a clearance of abo'ut two inches.
Typical arrangements of inductors and receivers are shown in Figure s 72,
73, and 74.
The effect that the inductor has upon the receiver depends upon the

\41
 RAITWAY SIGNAL SYSTEMS

rr,i, !,1 il:ajilj4.::4jr:.tl:irl,r:ii l,:

LAMINATED :1

STRUCTURE

SECONDARY ::l'

colL IVER
PRIMARY
PRIMARY
corL ii,
PIEC ES
RELAY
TSHOWN'lH THE
Aer oF,oPEnlilg INDUCTOR
;,;:: ,:';fS
',,- ,.

LOCOMO.T|VE CHOKE] COIL

CONTROL SIGNAL
CIRCUIT
RELAY
ru
Figure ?b. Diagram showing how magnetic induction is used to transfer
control from wayside signal circuits to locomotive circuits.

condition of the associated wayside signal. When the signal is clear, the
inductor produces only a limited effect on the receiver, not sufficient to
actuate the locomotive control circuits. When the signal is restrictive,
the effect of the inductor on t}re receiver is considerably greater, causing
a primary relay in the locomotive mechanism to drop away. ff the engine-
man is not making proper acknowledgment when passing a restrictive in-
ductor, the primary relay releases and stays down, the electro-pneumatic
valve controlling the brake-applying mechanism is deenergized, and the
brakes are automatically applied. They cannot be released until
the re-
quired reset conditions have been
met. If, however, the engineman is
making proper acknowledgment,
the acknowledging circuits
act to energize
the primary reray immediatery
after it rereases, and also to hord
electro-pneumatic valve energized the
during the intervar that the primary
142

\
 INTERMITIENI INDUCTIVE TRAIN CONTROL

relay is released. Under these conditions an automatic brake application

does not occur, but a cab whistle sounds a short blast while the relay is
released. The whistle blast informs the engineman that the locomotive
equipment is responding properly to the restrictive wayside signal, and
also indicates, by its cessation, that the prirnary relay is again energized
and that the acknowledging contactor may be released.
Figure 75 shows in diagrammatic form how the magnetic linkage be-
tween the inductor and receiver is used to control the primary relay.
Primary relay Rl on the locomotive, is energized from the generator
through one of its own Iront contacts and the secondary coil wound on the
receiver. The battery also energizes the receiver primary coil, setting
up a magnetomotive force which produces a magnetic flux in the receiver
core. While the locomotive is proceeding along the track between induc-
tors, the flux density thus produced is comparatively small because of
the large air gap between the receiver pole pieces. When the receiver
passes over an inductor, howevet, there is an increase in the receiver
flux because of the decrease in reluctance of the path between the receiver
pole pieces produced by the presence of the inductor' This flux change
induces a voltage in the receiver secondary coil which is opposed to the
generator voltage. If the fhx is sufficiently rapid, the induced
change
voltage is great enough to drive the voltage across the primary relay
below the dropaway value, causing the relay armature to drop away' But
if the flux change in the receiver is not so rapid, the voltage induced in
the receiver secondary does not reduce the voltage across the relay
enough to cause dropaway, and the relay remains in the energized position'
The rate at which flux changes occur in the receiver-inductor magnetic
circuit is controlled by the choke coil on the inductor. As shown in Figure
?5, the choke coil circuit is opened and closed through a contact on the
signal control relay. When the signal control relay is down (restrictive
143
 RAIIWAY SIGNAT SYSTEMS

signal), the choke coil circuit is open. Under this condition, no current
can flow in the choke coil, and there is no effect on the rate at which flux
builds up in the receiver-inductor magnetic path. As a result, the flux
changes rapidly as the receiver passes over the inductor, the receiver
secondary coil voltage opposing the battery voltage is large, and the
primary relay drops away. is clear, however, the signal
When the signal
control relay is energized, and the choke coil circuit is closed. Under this
condition, change in flux in the receiver-inductor magnetic circuit causes
a circulating current to flow in the choke coil which produces a magnet-
omotive force opposed to that in the receiver. This counter-magneto-
motive force reduces the rate of change of receiver flux sufficiently so
that the induced secondary-coil voltage is no longer great enough to
cause the primary relay to drop away, and the relay remains continuously
energized.
It will be seen f rom the f oregoing that the locomotive primary relay
drops away each time the receiver passes over an inductor at a restrictive
signal, but remains energized when the receiver passes over inductors
at clear signals. This is exactly the effect required to obtain the desired
train control operation. It rnay also be seen that a permanently restrictive
control can be obtained at any desired location merely by using an inductor
that does not include a choke coil. Such an inductor (called an unwound
inductor) produces the same effect as the inductor previously described
with the choke coil in open-circuit condition.
Figures ?6 and 77 show typical arrangements of the locomotive ap-
paratus, and Figures 78 through 84 show principal items of equipment
carried by the locomotive .

144
 INTERMITTENT INDUCTIVE TRAIN CONTROT

}T,IECHAIISM TLE VALVE

CONDL'T
CONTACTOR PLUG COI.FLERS FLEX. COND.
TERMINAL
BOx COUPLER

RECEIVER AIR HOSE

Figure 76. Typical arrangement of apparatus, steam locomotive.

RESET MOTOR
BRAKE
Pl€t-t\rATlC VALVE
GENERATOR

COUPLER

HOSE
TO DISTRIBUTION

Figure 77. Typical arrangement of apparatus, diesel-electric locomotive.

FEATURES

Among the more important features of the G-R-S intermittent inductive

train control system are the following:
1. No physical contact between wayside and locomotive equipment.
2. Wayside inductor circuits require no energT. Inductors are passive
units controlled by simply opening or closing a 2-wire circuit.
3. Opening of inductor winding, or break in inductor control circuit,
automatically leaves inductor in restrictive condition.
4, Locomotive equipment operates on closed circuit principles. All
relays, also the electro-pneumatic valve, must be held energized.
Circuit or power failure results in automatic brake application.
r45
 RA!IWAY SIGNAT SYSTEMS

H,{ILWAY SIONAL I{,

6ENERAL
RoeHEsrER N'\l Figure 79. Reset contactor,
,1F"
,<" t'
t
rffi cover open.

MADE IN U,9.4.

Figure 78. Reset contactor,

cover closed.

{}

kt"
t-,

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, .,i
(EI{ERAL
&AILWAY $IENAL
Ro*tE$rER N. Y.
CO. "s
a

tlx0E tx g.g.q.
I
I
?

Figure 80. Acknowledging Figure 81. Acknowledging

contactor, cover closed. contactor, cover open.

146

I
 INTERMITTENT INDUCTIVE TRAIN CONTROT

*r"
*r'
Figure 82. Electro-
pneumatic valve.

t $

Figure 83. Whistle and

whistle valve.
;
!
t

! i{- C

Figure 84. Mechanism case,

Ble showing shock and vibration
il. absorbing mounting.

\ra

147
 T1

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n
 CAB SIGNALS
AND
CONTINUOUS
INDUCTIVE
TRAIN CONTROL

SECTION IN DEX

Generaldescription . . . . 151

Wayside circuits and equipment 152

Locomotive equipment 153

Continuous inductive train control 156

149
 RAIIWAY SIGNAT SYSTEMS

t. *

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t- il
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il
ri h

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ffi,
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Figure 85. Four-aspect cab signal used with continuous automatic
speed-control system. The numerals indicate the maxi-
mum speed permitted for each aspect without automatic
brake application.
t50
 The G-R-S coded cab signal system extends the utility of automatic
block signals by providing a display of the signal aspect for each block
directly in the locomotive cab. To add to the effectiveness of this visual
display, the system includes a warning whistle which sounds each time the
signal aspect becomes more restrictive and continues to sound until
silenced by the manual operation of an acknowledging contactor. The
engineman's attention is thus immediately attracted to a less favorable
aspect, even if his eyes happen to be directed elsewhere at the time it
occurs, and his awareness of the restriction is verified by his acknou/l-
e dging action.
Since the signal aspect is continuously visible, t}re engineman is able
to proceed at maximum permissible speed, even when fog, snow, smoke,
or other conditions limit outside visibility, The engineman is also enabled
to increase speed promptly when a restrictive aspect changes to a more
favorable one, thus saving the time that would otherwise be lost in pro-
ceeding to the next wayside signal at an unnecessarily low speed. Because
of these operating advantages, cab signals serve to increase average
speeds, provide greater track capacity, and help maintain on-time per-
formance.
Cab signals may be used in conjunction with fixed wayside signals, as
indicated in Figure 86, or they may be used alone, without wayside signals.
In either case, the system is designed to display the various restrictive
aspects of the cab signal over a sufficient number of blocks in approach
to an obstruction to provide adequate braking distance.

l5l
 RAILWAY SIGNAT SYSTEMS

k-eaaxrNc o ,.ro^...-----..1 []*o,"

€ |--@ € @O F--@ €
SIGNAL INDICATION

Figure 86. Four-indication cab signal and wayside signal diagram.

The arrangement of wayside circuits for cab signaling may be varied

to fit local conditions, and. depends to a large extent on whether or not
wayside signals are used in conjunction with the cab signals. The basic
requirement is the provision of a code transmitter, Figure 87, for each
block which feeds uniJormly spaced impulses of current into the track cir-
cuit. The repetition rates of these current impulses constitute codes which
control the cab signal aspects. The particular code fed into each track
circuit is automatically determined by block conditions in advance. Com-
monly used codes are: 180 times a minute for ,.proceed,, (green); 120
times a minute for "approach medium,, (yello/green); ?b times a min-
ute for "approach" (yellow). Absence of code currents in the rails,
resulting from a train shunt, or from any other cause, produces the most
restrictive aspect, which may be red, redr/yellow, Iunar white or any
aspect required by the individual railroad,s rules.
You will note that this arrangement is similar to that used for control
of wayside signals through coded track circuits, and, if desired, the lwo
systems - cab signals and coded track circuit control of wayside signals-
may be readily combined.

152
 CAB SIGNALS AND CONTINUOUS INDUCTIVE TRAIN CONTROT

Figure 88 shows in diagrammatic form the organization of the locomo-

tive cab signal equipment. The receivers are mounted on the locomotive
so that they are carried a few inches above the rails and just ahead of the
Ieading wheels, Figure 89. These receivers are actually coils, wound on
steel cores, in which voltages are developed by electro-magnetic induction
from the rail currents, as Shown in Figure 90*. The voltage pulses from

S*.*

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s ,-,
v
lfr r

h-*
t, :
_ti {
t

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il Ia F" M {*s@ m
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-t
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t,
tt .{D

Figure B?. Motor-driven code transmitter. The motor, at left, drives

cams arranged to open and close contacts 180, 120, and 75
times a minute. The particular contacts used at any time
are selected by associated circuits'
*In order to obtain murimum transfer of energy from the rails to the re-
ceivers, it has been customary to use coded alternating current in the
track circuits; more recent developments permit use, if desired, of
coded direct current in the track circuits. The locomotive equipment
designed for use with d-c. codes also operates on a-c. codes without any
adjustment or switching.
153
 RAITWAY SIGNAL SYSTEMS

the receivers are amplified in the amplifilter, a combined filter and

electronic amplifier, the output of which drives the master relay, causing
the latter to pulse in synchronism with the code impulses in the track.
The master relay, as it pulsates, excites a transformer by pole-changing,
at code rate, a d-c. voltage fed to the transformer primary. The re-
sultant a-c. output of the transformer secondary is fed to the decoder
unit, which utilizes resonant circuits to identify the code rate being re-
ceived and to control, through appropriate relays, the cab signal aspects
and the warning whistle. The acknowledging relays are energized by the
engineman through the manual contactor previously mentioned to silence
the warning whistle after it sounds.
Energy requirements for operation of the locomotive cab signal equip-
ment are obtained from the local locomotive supply. In Figure 88, which
is based on a steam locomotive installation, this is indicated as the head-
light generator. For diesel-electric or electric locomotives, the appro-
priate locomotive source would be substituted for the headlight generator.
High voltage for the electronic amplifier is supplied by the dynamotor
RECEIVER

'-<)O
SIGNAL IVER
ii't
., ,L_
I WHISTLE l;_ _-___--__
DIUM

-75
I I RESTRICTIVE
I I NO
I

Figure 88. Organization of locomotive equipment for four-indication

cab signal system.

154
 CAB SIGNAIS AND CONTINUOUS INDUCTIVE TRAIN CONTROL

r'i
(
t
{*:

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1i /il {;\

:!!!1WGffi
.t
-x
:*h--.. ; *1'tr,*
-'"r fl**
"ix
Figure 89. Receiver mounted ahead of leading wheels of multiple-unit
electric train.
RECEIVER CORE EXCITED BY
E FLUX SURROUNDING RAIL

TRANSFORMER

Figure 90. Magnetic flux surrounding rail induces voltage in receiver

coiI.
t55
 RAITWAY SIGNAT SYSTEMS

ir
\\_ ix

,ri
rl

L\-

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H\ il
i,

Figure 91. Cab signal equipment is designed for easy maintenance.

Plug-connected units are readily removed from case.

indicated in Figure 88. Ampliflers are available, however, which use

low-voltage vacuum tubes operating directly from the locomotive supply.
In such installations no dynamotor is required.

Brake-applyirg apparatus may be installed on the locomotive, controlled

by the cab-signal circuits in such a way as to produce a brake application
in the event the engineman fails to acknowledge a restrictive indication,
thus providing a continuous automatic train control system. The brake-
applying devices do not interfere in any way with normal use of the brakes
so long as the engineman makes proper acknowledgment, since he proves,

r56
 CAB SIGNATS AND CONTINUOUS INDUCTIVE TRAIN CONTROL

E;,
F#
H
\ !e
:+I i

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"& re #F"

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Figure 92. Speed governor, suitable for use with continuous speed-
control system, mounts directly on journal box.

by that action, that he is alert to the restrictive condition. If he fails to

acknowledge, however, the resulting automatic brake application cannot
be released until a reset contactor has been operated. Reset circuits may
be arranged so that it is not possible for an engineman to reset the system,
and thereby regain ability to release the brakes, until the train has been
stopped or until a specified time interval has elapsed after the automatic
brake application.
By combining the cab signal and brake applying apparatus with a speed
governor, Figure 92, an automatic speed-control system may be obtained.
The speed governor is equipped with a series of contacts which may be
adjusted to open and close circuits at desired train speeds, so that an
automatic brake application will occur if the train speed exceeds a pre-
established value for each signal aspect. If such an automatic application
occurs, the brakes cannot be released by the engineman until the train
speed has been reduced to the value permitted for the signal aspect gov-
erning the block.

157
 n

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'. al

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k
 CAR
crAssrFrcATroN

SECTION INDEX

Basic elements . 161

Electric car retarders . 162

Control of retardation 165

Automatic switching 167

AII-electric operation 170

Other features . t72

t59
 RAITWAY SIGNAL SYSTEMS

L;
*-r
li-iJ :

t!

Figure 93. G-R-S retarder system with automatic switching in operation

at John sevier Yard of the southern Railway system, Knox-
ville, Tennessee. The single tower at right controls all re-
tarders in this yard.

r60
 CAR CTASS!FICATION

BASIC EIE'UENTs
The G-R-S retarder system provides an efficient, economical method
of handling cars in classification yards of the gravity type (hump yards).
The particular Oesign of a G-R-S retarder system varies from yard to
yard, depending upon location, type and weight of cars to be handled,
number of tracks, volume of classification work, etc., but basic elements
in all installations are the G-R-S car retarder for controlling the speed
of cars, and the use of power-operated switches for routing cars to
ctrassification tracks. The latter item, power switchingr ffi&y be'manually
controlled, or it may be automatic in operation, as described later.

ls$

,]ryl@

j"
I " -q!s4{:$:-:-- -Jil.:i
,'e€$q4FsilwEfBw#Sttq$jffi8

Figure 94. Typical G-R-S car retarder installation. The equipment

cases at right house relays, contactors, etc., for control of
the retarders.

l6r
 RAITWAY SIGNAL SYSTEMS

ELECTRIC CAR RETARDERS

The G-R-S car retarder, Figure 94, is a rail brake, electrically con-
trolled, by means of which the speed of cars rolling down to the classifica-
tion tracks may be regulated by an operator in a tower. The braking
effect of the retarder is obtained by means of heat-treated a1loy steel
shoes mounted on each side of the rails, as shown in simplified form, for
one rail, in Figure 96. A reversible motor and an associated gear train,
part of the mechanism shovm in Figure 95, rotate the drive gear. Counter-
cloclqvise rotation of the drive gear moves the shoes toward each other,
as shown by the arrows adjacent tothe shoes. Clockrvise rotation separates
the shoes. To obtain retardation, the shoes are positioned so that the space
between them is less than the thickness of a car wheel. When a wheel
moves between the shoes, the shoes are forced apart against the com-
pression of the spring. The resultant frictional forces between the shoes
and the car wheel serve to retard the car.

ffii:
rid&48

baaiifl

Figure 95. Mechanism of G-R-S car retarder.

162
 CAR CTASSIFICATION

RATIX6
AAR
TOGGLE
CR AI{K SHOE
CRA'tK

NN EN
o>s flTED SH OE
THEOW ROD

LEVE
ORIVE OEAF >1
IN MECHANISM

FLOATIN6
SPRING

Figure 96. Simplified diagram of linkage to position retarder shoes.

The amount of retardation obtained depends upon the position of the

retarder shoes when there is no wheel between them. The closer together
in their original position, the more the spring is compressed when the
shoes are separated to car-wheel width, and the greater the braking force
exerted by the retarder.
The retarder mechanism provides four positions of the shoes for four
degrees of retardation, and an open position in which the shoes do not
touch the wheels. In the maximum closed position, the G-R-S retarder is
capable of stopping and holding a car on the hump grade; in the open
position, the retarder has no effect on the car. Intermediate positions
provide intermediate degrees of retardation.
An important feature of the G-R-S car retarder is the design of the
Iinkage between the inner and outer shoes at each rail. As shown in
Figure 96, a combination of fixed and floating pivots is used to adjust
the spacing between shoes, an arrangement which makes the pressure
exerted by the shoes equal on both inside and outside surfaces of the
r63
 RAITWAY SIGNAT SYSTEMS

wheel. This equalized shoe pressure gives a high average pressure

without exceeding the maximum allowable pressure, the point at which
a car wheel is liJted. Equalized shoe pressure, regardless of variations in
wheel thickness and spacing of wheels on axles, thus permits maximum
retardation effect.
Another important feature in the design of the G-R-S retarder is the
high mechanical advantage provided in the linkage which positions the
shoes. This is also illustrated in Figure 96, which shows the toggle
action which occurs between the toggle crank and the operating bar
as the shoes are closed. As a result of this high mechanical advantage,
only moderate torque is required of the drive motor, even when com-
pressing the springs directly, as when the retarder is adjusted to a
higher degree of retardation with a car in the retarder.
A further design refinement in the G-R-S retarder is the articulation
of the beams which support the retarder shoes. This permits adjacent
springs to share the retardation load and at the same time eliminates
the possibility of binding caused by variations in track level. The G-R-S
retarder readily adapts itself to considerable vertical misalignment in
the track, and, in fact, is frequently installed on vertical curves. Artic-
ulation provides the additional advantage that any number of retarder
units may be assembled in line to produce a continuous retarding surface
with most economical use of track space.
G-R-S retarders are available in units of 5-l/2 feet of rail length,
for application to one rail or both, or for combinations of single- and
double-rail retardation, and as many as nine units of double-rail retarder
(49-1/2 feet) may be operated from one mechanism, For most efficient
utilization of a given total length of retarders, and for flexibility of con-
trol, a set of retarders is usually located just below the crest of the hump,
with additional sets of retarders on the tracks which lead to each group

164
 CAR CTASSIFICATION

of classification tracks. This arrangement permits prelimirnry retarda-

tion of ail cars by the hump retarders, with final control at the retarders
located ahead of the classification track groups. A typical retarder layout
of this kind is shown in Figure 97.

CONIROT OF RETARDATION
The car retarders are controlled by an operator at a control machine,
Figure 98, located in a tower Irom which the operator has a clear view of
the track and the retarders. The control machine has Ievers which enable
the operator to set each retarder to the position he desires. The machine
also has other levers which permit the operator to operate the switches in
the yard.
Since rolling resistance of cars varies with type of car, condition of
journals, wheel wear, weight, temperature, wind conditions, etc., the
grades in the yard must ensure that the hardest rolling car will roll
through the yard to the desired position on a classification track. The
function of the retarder operator is to control the car retarders so that
freer rolling cars, which would otherwise acquire excessive speed, are

GROUP RET R DERS

TO
CLASSIFICATION

E
HUMP
HUM P
RETARDERS
TRACKS

OFFICE
YARS
TOWER
GROUP RETARDERS

Figure 97. Typical arrangement of retarders.

165
 RAITWAY SIGNAT SYSTEMS

sufficiently slowed by the retarders so that they, too, enter the classifica-
tion tracks at proper speed.
The usual practice is for the operator to set the retarders at one ol the
four available closed positions, which in his judgment, is proper for the
weight and type of each car, and to open the retarders when the car has
been slowed to the desired speed, Should there be an error in judgment as
to the correct setting, the retarder can be re-positioned to any other de-
gree of retardation, lower or higher, while the car is in the retarder, with-
out overloading the drive motor or overstressing the mechanism.
Note how the whole yard layout appears diagrammatically on the con-
trol machine panel shown in Figure 98, with all controls for retarders
and switches within easy reach, and in their proper respective locations
on the track layout. This makes it simple for the operator. He doesn't
have to memorize the relationship of the control levers to the actual
yard layout.
An important element in the efficient operation of a hump yard is the
method by which the routes are lined up from the hump to the individual
classification tracks. In yards equipped with the G-R-S retarder system'
routes are established by means of quick-acting power-operated switches,
Figure 99. In some installations, switching is handled by the retarder
operator, who reads the classification track number for each car from
a previously prepared list and lines up switches as required with the
switch levers on his control machine. This practice is still followed
for smaller yards, where one operator can handle retardation of cars
and alignment of switches without difficulty. There is, however, a limit
to the number of cl:assification tracks for which one operator can efficiently
handle both retarders and switches. For large yards, you may need two,
three, or more operators, each in a separate tower, to handle the volume
of work.

166
 CAR CTASSIF!CATION
AUTOII'IATIC SWITCHING

A more recent development is G-R-S automatic switching for car

retarder yards. G-R-S automatic switching relieves the retarder operator
of the responsibility for Iining up switches, and lets him concentrate
entirely on retarding cars. As a result, one operator and one tower
are sufficient for yards of practically any size. Moreover, switching
errors are reduced. The combined effect of these two factors - a single
tower with one operator and reduction in switching errors - is a substantial
gain in efficiency and economy,
When automatic switching is used, you have an additional control panel,

r*
r
N
*{itt
I
6
E

Figure 98. This retarder operator controls all retarders in a 58-track

classification yard. Cars are normally routed by automatic
switching, but switches can be manually controlled, when re-
quired, by means of the levers visible on the track plan.

167
 RAILWAY SIGNAT SYSTEMS

Figure 100, equipped with numbered pushbuttons, one for each classifica-
tion track. The complete route for each car, or cut of cars, is set up by
merely pushing the buttonwhose number corresponds to the desired class-
ification track. Thereafter, switch throwing for each route is entirely
automatic - the switches line up ahead of the car as it travels along. To
provide maximum utility, route storage arrangements are incorporated
in the circuits which permit the operator to push several buttons in suc-
cession for following cars, even before the leading car reaches the first
switch past the hump. Such stored routes are automatically fed out into
the system as the corresponding cars move over the first switch.
To facilitate the work of the pushbutton operator, route storage indica-
tors, Figure 101, are available which show by illuminated numerals the
routes stored for cars approaching the first switch, and the sequence in
which they are stored. The route storage indicator enables the operator

n
it

''i. ,:: ' :- .: .*,j]

,,i,r:; r::.r:.rili.-

Figure 99. Typical switch layout, using a G-R-S quick-acting Model 6

electric switch machine, and a G-R-S Type P signal,

r68
 CAR CTASSIFICATION

to check that he has pushed the proper buttons. Should an error occur,
means are provided for cancelling routes stored for cars which have not
yet reached the first switch.
It is customary to install the pushbutton panel for automatic switching
in a separate machine, located at the hump, where it is operated by the
hump conductor. It is also possible, however, to combine the pushbutton
panel with the retarder control machine, Figure 102, so that the tower
operator can handle both routing and retardation.

*t

t -I*
I ^S

-* ***
I
'-4

Figure 100. With G-R-S automatic switching, the hump eonductor sets
up the entire route for each car or cut of cars by pushing
a single button.

r69
 RAITWAY SIGNAT SYSTEMS

d-.
Lr* ir

;F@

Figure 101. Pushbutton machine, showing route storage indicators.

AtL-ELECTRIC OPERATION
The G-R-S retarder system is all-electric in operation. Alignment
of switches and control of retarders by electricity - the same form of
energy used in control circuits, signals, and indicating devices - elimin-
ates the need for any other form of power, and simplifies the entire in-
stallation.

170
 CAR CTASSIFICAT]ON

Moreover, it should be noted that the G-R-S car retarder requires

energy only for the purpose of changing the position of the retarder shoes -
i.e., for changing the degree of retardation. Except when such changes
are being made, the retarder shoe position is maintained fixed by the
mechanism, which is locked in place by means of a magnetically con-
trolled brake. Since the actual retardation forces are supplied by springs,
no energy is required for retardation purposes. Energy consumption of
the entire retarder system is therefore low, normally not exceeding
70 watt-hours per car classified. This includes operation of the re-
tarders, switch machines, switch signals, track circuits and indicating
lights on the operator's control machine.
All-electric operation in retarder yards provides definite advantages,

.,I
t
v
m
il

Figure 102. Combination pushbutton and retarder control machine.

t7t
 RAILWAY SIGNAL SYSTEMS
such as:
1. Greater economy than other forms of power.
2. Minimum delays to yard operations.
3. Ability to provide storage-battery stand-by capacity for 6 to 12
hours of operation after failure of normal source of power.
4. Maximum safety, since retarders are normally left in a closed
position and will continue to provide retardation indefinitely when
so set, even if all power fails.
5. Transmission losses in transferring energy from source to retarder
are very low.
6. Cold weather does not affect transmission of electrical energy.
Freezing is no problem.

OTHER FEATURES
The G-R-S retarder is an all-weather device, and is particularly fitted
to minimize trouble from severe winter weather. Since, in normal use,
the retarders are kept closed, the shoes are spaced a distance narrolver
than the thickness of the car wheels. Any movement of the shoes by the
wheels is therefore outward, preventing the packing of snow or sleet
between the shoes and the rail, and assuring full shoe pressure. Snow
cannot easily drift into the retarder because of the shielding effect of the
structure supporting the shoes, and accumulations of ice and snow on the
exposed portions of the unit have negligible effect on operation beeause
of the large forces available to break up such deposits.
The G-R-S retarder is designed for maximum wear resistance and
for easy maintenance. Shoes are made of heat-treated alloy steel, with
the outside shoes hard because they contact the side of the wheel which is
usually rougher, while the inside shoes are relatively soft to provide
better friction. AII parts of the retarder, except the levers, shoe beams

172
 CAR CI.ASSIFICAIION

and springs, which are actuated by the car wheels, remain stationary
while a car is being retarded. Therefore, only the few bearings associated
with these components are subject to frequent motion. The other bearings
are used only when changes are made in the degree of retardation, and
hence are moved relatively infrequently, with correspondingly little wear.
The G-R-S retarder is simple in construction, which makes for easy
installation and maintenance. Any part can be reached in a short time,
and parts are interchangeable between retarders, so that spare parts re-
quirements are minimized. Accurate surface alignment is not needed,
and considerable misalignment of track, caused by shrinkage of fill, or
heaving from frost, can be tolerated without sacrilicing operation and with-
out breaking parts. Routine maintenance consists only of adjusting for
shoe wear (accomplished by a single adjustment), replacing worn shoes,
occasional tightening of bolts, and lubrication. Even a major overhaul
consists of no more than replacing worn pins and bushings, and building
up other worn parts by welding.

173
 I
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 SUBWAY
SIGNATING

SECTION ! N DEX

Introduction 176
Automatic signals . . 176

Interlocking signals 178

Signal spacing t82
Timed signals 184

Train stops . . 184

Switch layouts 186

Wayside cases 186

Control machines 186

Relayrooms. . . . 186

Power equipment . 189

G-R-S subway signaling experience 189

t75
 RAIIWAY SIGNAL SYSTEMS

INTRODUCTION
Subway signaling differs from signaling on surface railways princi-
pally in the matter of closer roadway clearances. To fit into the small
space available in tubes and tunnels, such apparatus as signals, switch
machines, and instrument cases, are designed with different shapes from
those commonly used on surface roads.

AUTOMATIC SIGNALS
In subway work, signals are of the color-light tlpe, with red, yellow,
or green aspects. The automatic block signal layout comprises one 3-
aspect signal with its associated automatic stop and a wayside case with
the control relays and power supply.
The three aspects of an automatic signal and their meanings or "indica-
tions" are shown in Figure 104. Below the three color lenses is an il-

""
*rd

Figure 103. Wall-mounted subway signal and associated train stop be-
tween the rails.

176
 SUBWAY 5IGNALING

Proceed at Caution. Stop. Then pro-

authorized speed. Prepare to stop ceed at not over
at the next 5 m.p.h.
signal.
TRAIN

Figure 104. Automatic signals, their aspects and indications.

luminated number plate of milk-white glass. T\vo 1O-vo1t, 5-watt lamps

are connected in multiple for each aspect.

Signals are mounted on the columns, concrete wall, or on a pedestal,

depending on the tlpe of tube construction. Figure 103 illustrates a wall-
mounted signal and its associated train stop placed between the rails.

Signals suspended from the ceiling over station platforms are arranged
in a horizontal position with the red light on the track side, followed by
yellow, then green. A ceiling-mounted signal is shown in Figure 105.
177
 RAILWAY SIGNAI SYSTEMS

a L-,:" ' ""kir{ddi6&s* *ii*d*&d, cii:lero"S:***

. .M"".&;:i &# rI-- *

il
rhP
L

h u

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*
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{ *',:;,;,s

Figure 105. Ceiling-mounted subway signal.

INTERTOCKING SIGNAIS
An interlocking home signal layout trsualty comprises a signal made
up of two 3-aspect units with an additional single aspect (yellow), an
automatic train stop, and a release pushbutton located from 3 to 5 feet
to the rear of the signal and within reach of the motorman. Such a lay-
out is shown in Figure 106.
The top unit of the interlocking home signal, Figures 10? and 108, gives
the same indications as the automatic signal in Figure 104. The bottom
unit indicates whether the indications of the top unit are for a straight or
for a diverging route. The single lens unitat the bottom is a,,call-on,,
unit, whose purpose is described later.

178
 SUBWAY SIGNALING

If a train is stopped by a red automatic signal, it can proceed at not

over 5 miles per hour by the red signal. If a train is stopped at a home
signal, it must stay until some proceed indication is received. If an
emergency move is to be made, the train receives a yellow indication
from the extra light unit (call-on) on the home signal, and the operator
must push a button located on a post at the side of the track to clear the
automatic stop, and then proceed at slow speed prepared to stop at once
until he comes to a less restrictive signal.

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.rud

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Figure 106. Subway interlocking signal layout with pushbutton release

and automatic train stop.

179
 RAITWAY SIGNAT SYSTEMS

@
Clear. Proceed at Caution. Prepare to Stop and stay.
authorized speed. stop at next signal.
Figure 107. Home signal aspects and indications for a straight route.

Clear. Proceed at Caution. Prepare to Stop and stay.

authorized speed. stop at next signal.

Figure 108. Home signal aspects and indications for a diverging route.

r80
 SUBWAY SIGNATING

oo

o
--,.^

Proceed at au-
thorized speed.
e=2
,-:A\

Stop and stay. Two reds are

used to guard againstalamp's
burning out.

Figure 109. Drarf signal aspects and indications.

Stop and stay.

or
\--
Stop and stay.

Figure 110. Dwarf signal aspect with one red lamp burned out.
r8I
 RAITWAY SIGNAT SYSTEMS

SIGNAT SPACING

The spacing of the automatic signals is determined by the braking

distance required to stop a train when the tripper on a car contacts an
automatic stop arm with the car running at maximum speed.

On upgrade, signals can be spaced closer together, since trains can

stop in a shorter distance, Figure 112.

On downgrade, trains require greater distance in which to stop. Hence

signals are spaced further apart, Figure 113.

Stop and stay.

Stop, then proceed at

slow speed;beprepared
to stopatonce incase of
obstruction.

Figure 111. The use of the t'call-on" yellow unit bn the home signal.
182
 SUBWAY SIGNATING

Similarly, where trains are traveling slower, as when approaching

stations, signals can be spaced closer together.

..t.'rll
'l I TRAFTTC
Figure 112. Upgrade signals.

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Figure 113. Downgrade signals.

A B c D

E.@D 1

1
+-TIMING SECTION
----1
Figure 114. Timed signals.

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MILES

Figure 115. Time sign at B. a

Figure 116. Signal at C.

I83
 RAILWAY SIGNAT SYSTEMS

TIMED SIGNAIS
If track conditions are such that it is desirable to limit the speed of
trains on certain stretches of track, this is accomplished by timing de-
vices which require a train to consume a specified period of time over a
section of track in order to receive a proceed indication at the next signal.
An illuminated T sign is installed at the start of the timing section to
warn an approaching train that speed control is effective .
Referring to Figure 114, train A, on seeing a time sign at B, must slow
down to the speed specified on the time sign, and consume the required
amount of time between signals C and D, in order to get a clear signal
at D. Otherwise signal D will indicate "stop". A typical time sign is
shown in Figure 115.
The fact that signal D will indicate "proceed" if the proper amount
of time is consumed in the timing section, is indicated by a light behind
an S sign on signal C, Figure 116. If signal D cannot clear because of
obstruction, the S sign will not be illuminated.

TRAIN SIOPS
Train stops have an arm which is raised or lowered, depending on the
signal aspect. If the signal is at stop, the arm is raised to cause the
brakes to be applied on the train.
Figure 11? is a typical train stop layout, with the stop mounted between
the rails. Where this is not feasible, stops can be mounted to one side
of the track and connected to the tripper arm by rods.
Train stops are self-contained mechanisms operating on alternating
current. The essential parts are the motor, gear train, hold-clear mech-
anism, circuit-breaker, checking contacts, and a main shaft to which the
external connections are made for operating the tripper arm.
The motor drives the arm downward to the clear position against a

t84
 SUBWAY SIGNAL!NG

heavy spring in compression. The hold-clear mechanism holds the arm

in this position with very small energy consumption. AII energy is cut
off the motor in this position.
When the block is occupied or power fails, the hold-clear is deen-
ergized, and the arm returns to the stop position.
Signal controls are checked through the checking contacts.

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Figure 117. Train stop layout.

r85
 RAITWAY SIGNAI. 5Y5TEM5

SWITCH LAYOUTS
The switch operating machines are the Model 5, operating on 110-volt
direct current from storage battery charged by rectifiers. These machines
consist oI a motor, gear train, throw and lock rods, and a pole-changer
mechanism for changing the direction of movement of the motor.
Point position is detected by a switch circuit controller.
A typical switch layout is shown in Figure 118. The Model E switch
machine is illustrated in Figure 119.

WAYSIDE CASES
Relays and power equipment along the tracks are housed in compact
cases, such as those shown in Figure 120. As can be seen, these cases
are single or double, depending upon the space required. pedestals of
different heights are provided under the cases to bring them up to a con-
venient height for the maintainer.
To facilitate maintenance, Type B plug-coupled relays are used. To
change out one of these relays takes a fe'w seconds. The maintainer does
not disturb the wiring, Figure 121.

coNTROt_ tt ACHINES
At interlockings, several different forms of control have been pro-
vided, the latest of these being the NX (eNtrance - eXit) system of electric
interlocking. The reader is referred to the section on interlocking for
details on the various systems available.

RETAY ROOMS
Since space is at a premium underground, the Type B plug_in relay
has met with favor. Small, compact, and with a relatively large contact
capacity, these relays save space. They are mounted on racks as il_
lustrated in Figure 122.

186
 SUBWAY SIGNALING

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o

1B-

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t 22'

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Figure 8 Powe r SWI you

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187
 RAILWAY SIGNAL SYSTEMS

-,,,r.":::li

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Figure 119. Model 5 switch machine. Bottom illustration shows

machine with cover removed.

r88

rb-
 SUBWAY SIGNALING

t'

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488
A8 I

g &,.. I
.{: :ld

;: i

t* l?-
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"f"1,.
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Figure 120. Typical wayside cases showing double- and single-case

arrangement.

POWER EGIUIP'YIENT
On racks similar to those supporting the B relays are copper-oxide
rectifiers for charging switch operating batteries and low voltage batteries
for the control circuits. Switchgear, meters, fuses, etc. are mounted con-
veniently on the same racks, as can be seen in Figure 123.

G.R.S SUBWAY SIGNALING EXPERIENCE

Since the early years of the present century, the General Railway
Signal Company has made and furnished to the leading subway systems

189
 RAITWAY SIGNAI. SYSTEMS 3

hn

tr-!'

h " r*r

Figure 121. Type B plug-coupled relays can be removed or replaced

quickly, without disturbing wiring.

r90
 SUBWAY SIGNATING

::I ,rl
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SS*Si+,,1;,i8O .a fi
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Figure 122. Type B relay racks.

of the world a complete line of subway apparatus. The design of this

apparatus takes into account years of experience with moisture problems,
electrolysis, interwire capacitance, grounding, vibration, and the many
other problems that beset subway practice. Track circuits are tested on
an artificial track to simulate actual conditions of operation so that the
proper apparatus can be furnished. Circuits have been developed to pro-
vide the highest degree of safety to trains operating on close headway. A
cab signal and speed control system has been installed and has achieved

I9I
 RAITWAY SIGNAT SYSTEMS

an outstanding operating record. See sections on cab signals and on

continuous inductive train control for more data on these subjects.

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r't

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Figure 123. Rectifiers, switches, meters, fuses, etc., are mounted on

the same type racks used for the Type B relays.

192
t
 Y

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.i '?d . I ,...,
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 HIGHWAY
cRoSslNG
PROTECTION

SECTION IN DEX

Introduction 197

Flashing -Iight signals 197

Electricgates . . . . . . . . 199

Interlocking and flashing relays 203

r95
 RAITWAY SIGNAI. SYSTEMS

drt{r ry
il3f
f?
:T
Itad N
stffi

Figure 124. Flashing-light crossing signals provide continuous, auto-

matic protection.
196
 HIGHWAY CROSSING PROTECTION

INTR.ODUCTION
Efficient highway crossing protection may be provided by flashing-
light signals, either alone or with electrically operated gate arms. Either
arrangement may be controlled automatically by track circuits or manu-
ually by an attendant. Manual operation may be from a point remote from
the crossing if de sired.

FIASHING-tIGHT SIGNATS
Figure 124 shows a typical G-R-S flashing-light signal. The highly
efficient light units project brilliantly colored warning beams for a min-
imum of 1500 feet in bright sunlight - nearly eight times the stopping
distance of an automobile traveling 50 miles an hour. Entirely visual,
the warning is not alfected by street noises or by sounds within the auto-
mobile. The powerful, flashing beam is distinctly different from that of
an ordinary traffic signal.
Figure 125, shows a complete signal equipped with relay case, four
light units, cast iron crossbuck sign and ref lector-button track and stop
signs. This is only one of many possible arrangements. Mast may be
any of various heights with plain or junction-box base instead of relay
case. Crossbuck may have refle ctor -button lettering. Light units may
be mounted on cantilever arms extending from 6 to 12 feet from mast,
If you want lettering on signs to be other than English, we can send
you blank signs and separate reflector buttons so you can drill the signs,
enamel the lettering, and install the re{lector buttons as you require.
Cast iron crossbuck signs can be supplied blank so you can paint letter-
ing on them as required.
Light units have adjustable mounting elbows so the light beam can be
aimed where you want it. The red signal roundels are B-3/8 inches in
diameter and are available with various optical characteristics so you
can spread the light beam over the desired area.
r97
 RAITWAY SIGNAI. SYSTEMS

I 3:6
I i{,U 1,. irq :!

t3-0"

,rL :: : r|tn
i! 1r i'4 i., 1I
Jr - 1I ii rra !.

7-6"

n
(5 J 0 0

Figure 125. Highway crossing signal complete, equipped with relay

case, four light units, cast iron crossbuck sign, and re-
flector-button stop and track signs.
198
 HIGHWAY CROSSING PROTECTION

Figure 126 shows a flashing-light signal with electrically operated

gate arm. Figure 127 shows, in more detail, how the various units are
arranged. Note that an extra pair of flashing lamps is provided on this
installation to cover an additional street approaching the crossing at
other than right angles. Figure 128 shows two views of the gate operating
mechanisffi, & motor, gear train, and circuit controller.
Maximum length of gate arms is 40 feet. If desired, sidewalk arms
may be added to protect pedestrian traffic. Sidewalk arms are shown,
on right side of case, in Figure 128.

I
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I

Figure 126. Flashing-[ght htgtrway crosslng slgnal wlth electric gate.

199
 RAILWAY SIGNAT SYSTEMS

ry -tr
':!:.
"r

*r! T! ffi #n
&!
q", !ff B!
&f H-
n ,t
fl.
I"I
tt i*"
t""

qinru
rd ! Li il
lr
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't:

.:-.., -.1:r
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l

Figure 127. Gate mechanism is on side of mast away from traffic.

200
 HIGHWAY CROSSING PROTECTION

L.
n
}-l
'\
fH

3
ft LS
I
B

n, |tt
F

t
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"-fit
N
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Figure 128. Gate mechanism motor, gear train, and circuit controller.
201
 AILWAY SIG]

fl Figure 129. Type K

interlocking relay.

t t

-i4

.iJ t
t t
Figure 130. Sequence of operation of the interlocking mechanism of
Type K interlocking relay. B indicates battery and R in-
dicates relay on track diagram.

202
 HIGHWAY CROSSING
PROTECTION

Figure 1Sl. Type K flash-

ing relay, tractive-arma-
ture type for wall or shelf
mounting.

:.

t.

Figure 132. Type B

flashing relay, motor-
operated type for plug-
in mounting.

INTERLOCKING AND FIASHING RETAYS

An interlocking relay, Figure 12g, is used to control the
signals where
trains operate in both directions on single track. The same
results can
be secured by using four ordinary neutral reLays. In such
an aryangement,
however, the relays are electrically instead of mechanically
interlocked.
.J
Two t5pes of flashing relays are available, the tractive-armature
type,
Figure 131, and the motor-operated t]rye, Figure 132.
Both relays flash the signal lamps at a uniform rate regardless
of
ordinary variations in voltage or temperature. They each have four front
\-
203
 RAILWAY SIGNAL SYSTEMS

back dependent platinum-silver contacts which can carry a non-in-

and
ductivetungstenlamploadofSamperesa.c.ord.c.at30voltsorless.
to flash 40 to 45 times
unless otherwise specified, relays are adiusted
per minute.
protection equipment and
G.R.S supplies a complete line of crossing
can furnish circuits and devices arranged to
meet a wide variety of re-
quirements.

FOR, IIAOR.E I N TOR.MATIO N

you
about any of the systems described in this publication we suggest
communicate with your nearest G-R-S representative.
Should you be seeking information on any phase of railway signaling,
technical data, economic studies, or consultation service, your G-R-S
representative is ready to help you.

20,4
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 r'i' r r"lir r it r.i
t:

Main Office and Works,

Roc&ester, 1V. Ii
Established 1904

GENEBAI RtIUilAI SIGNA! MPA NY

P. O. BOX 600, ROCHESTER.
Telephone: GEnesee 2, NEW YORK, U. S.
1483 G;;;;ress: A.
GENRAST., Rochester,
N. y,

DISTRICT OFFICES
NEW YORK OFFICE
230 park Avenue CHICAGO OFFICE
New york lZ, New york 122 South Michigan Avenue
MUrray Hill 9_7533 Chicago 3, Illinois
IIArrison 7-2361
EASTERN CANADIAN OFFICE
WESTERN CANADIAN OFFICE
230 park Avenue
New york 122 South Michigan Avenue
17, New york
MUrray Hill Chicago 3, Illinois
9_7533
HArrison 7_2361
ST. LOUIS OFFICE
611 Olive Street
St. Louis l, Missouri
MAin 4696
ASSOCIATED COMPANIES OR
REPRESENTATIVES IN
Argentina, Brazil, Chile, Colombia, Mexico,
{,Iruguay, Venezuela,
England, France, Italy, Netherlands,
Spain
Federated Malay States, India, pakistan,
South Africa,
I Australia, New Zealand., and, other corrntties.

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