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Date: 2020.03.17 23:32:18 -05'00'

REMOTE CONTROL

•
BULLETIN No. 152
AUGUST, 1937

UNION SWITCH & SIGNAL CO.

SWISSVALE,PENNSYLVANIA
 FOREWORD

•
HE modern trend toward higher speed passenger
and freight trains accentuates the need for the
elimination of train delays in order that schedules may
be maintained and traffic of all classes moved with the
maximum flexibility. Modern signaling is playing an
important part in keeping trains moving so that the
very high-speed passenger trains encounter no inter-
ference from other train movements and, in turn, do
not unduly interfere with the efficient movement of the
other traffic which must be moved over the same rails.
Signaling of entire divisions with Centralized
Traffic Control, while desirable on account of im-
proved operating conditions and economies, cannot
always be accomplished because of budget limitations.
There are, however, such signal improvements as the
remote control of switches and signals which can be
made at a small initial cost and result in operating
savings sufficient to pay for the installation within a
few years. These installations can be made at specified
points on the division and form the nucleus of the
ultimate signaling scheme for the enti~e division.
This bulletin lists some of the accomplishments of
remotely controlled signal systems in the improve-
ment of railway operation. It should prove interesting
to operating officers, who may find a similarity be-
tween a problem they now face and a like problem
which was solved elsewhere by the use of signals.
 CONTENTS
PART I Page
History and Scope of Remote Control 9
Applicable to Many Operating Conditions - 12
Economic Aspects 15
Modern Remote Control Simple to Operate - 19
Discussions of More Important Applications
1. Remotely Controlled Outlying Switches 21
2. Remote Control of Interlockings 24
3. Series of Remote Controls
affording signal indication operation 27
4. Remote Control of Gauntlet Track
and Tunnel Operation 28
5. Remote Control of Manual Block Signals - 29
6. Remote Control of Highway Grade Crossing Signals 31
7. Remote Control of Train Order Signals - 33
8. Remote Control of "Take Siding Signals" 35
9. Train Order Indicators - 36
10. Train Starting Systems and Signals - 36
11. Yard Track Indicators 37

PART II
Graphic Examples of Typical Uses for Remote Control 41-53

APPENDICES
A. Table of Economic Advantages Reported on Remote Control
Installations in Service.
B. Table Showing Number of Installations in Service on Rail-
roads of the United States as of January 1, 1937.
History and Scope of Remote Control
HE term "Remote Control," as applied to railway
signaling, refers to the operation, from a station or
office, of signal appliances, located at some distance
beyond the local limits of the station. Remote controlled
signals generally govern movement only through the
local limits of the layout, movement beyond being

Page 9
Remote Control Installation Governs Movements Over Gauntlet Track at
Osgood, Pa.-B. & L. E.

subject to the authority held by the train in accorciance

with the rules, timetable schedule, special instructions
or train orders. Installations are made in automatic
block signal territory or in territory not so eqUipped.
Early applications were largely confined to in-
stallations of single power-operated switches and sig-
nals at ends of passing sidings and double track, or at
junctions. The development of modern methods of con-
trol has greatly increased the number of functions
which can be advantageously operated from a distant
location and has very materially increased the eco-
nomic range of remote control.
While the first remotely controlled outlying switch
installation was made on the Pennsylvania Railroad as
early as 19m, it was not until considerably later that
this type of signaling came into general use. Remotely
controlled train order signals were first used in 1909

Page 10
by the Erie in double track territory to authorize trains
to proceed or to take siding. Use of a low voltage
switch machine to operate an outlying switch, re-
motely controlled, was first made on the Northern
Pacific at Bozeman Pass tunnel, Montana, in 1914.
The first railroad to use remotely controlled switches
extensively was the New Haven, which installed 28
remotely controlled switches in 1918.
On January 1, 1937, according to statistics com-
piled by the Interstate Commerce Commission, re-
motely controlled signal installations were operated
from 559 control points on more than 60 railroads and
involved the operation of 762 single switches, 316
crossover switches and 3091 signals. The greatest
number of remote control installations on one railroad
system is on the Pennsylvania, which has 104 installa-
tions comprising 144 single switches, 69 crossover
switches and 581 signals. Other railroads with a large
number of installations include the A. T. & S. F.,
B. & 0., B. & M., c. & 0., c. & N. W., C. M. St. P. & P.,
G. N., M. P., N. Y. c., C. C. C. & St. L., N. Y. N. H. & H.,
and the S. P. The complete 1. C. C. table of installa-
tions is included as Appendix \lB" of this bulletin.

Switch Location, Remote Control Installation near Terre Haute, Ind.

C. M. St. P. & P-C. & E. 1.
 Applicable to a Variety of Conditions

W HILE the first remote control installations were

made for the purpose of operating single switches
and controlling signals located at some distance be-
yond the local limits of an interlocking, the modern
practice has made it possible to control a group of
signaling functions from almost any desired point
where the services of existing employees can be
utilized. Control points for these installations are now
located in dispatcher's offices, train order or manual
block stations, interlocking towers, yard offices, watch-
men's cabins and other designated points. They are
operated without interfering with the other duties of
the local employee.
The remote control principle has been applied to
the economical solution of signaling problems under
many conditions, from the control of a single signal to
the control of extensive interlocked layouts involving
a large number of single switches and crossovers.
Greatly simplified control machines are making it pos-
sible for these larger layouts to be controlled with
almost as much ease as the smaller installations.
Among the various uses of remote control as a means
of expediting train movements, are the following:
1. Outlying switches and associated signals at
(a) Ends of sidings.
(b) Yard entrances.
(c) Ends of double track.
(d) Junctions.
(e) Crossovers.

Page 12
 Remote Control Layout on Four Track Line Near Pittsburgh, Pa.-P. R. R.

2. Signals and switches for the protection of

(a) Tunnels.
(b) Gauntlets.
(c) Railroad crossings at grade.
3. Interlockings composed of combinations of the
above
(a) Where interlockings are consolidated.
(b) Where operating point of an interlocking
is changed to a distant location.

Page 13
 4. Series of remote controls, co-ordinated with
traffic locking, to provide for movement of trains,
over entire operating districts by signal indica-
tion.

5. Signals governing movement of trains

(a) Train order signals.
(b) Train order signal indicators.
(c) Manual block signals.
(d) Controlled manual block signals.
(e) "Take Siding" signals.
(f) "Leave Siding" signals.
(g) "Hold Out" signals.

. 6. Highway crossing signals

(a) For complete manual control.
(b) For part-time manual and part-time auto-
matic control.

7. Miscellaneous
(a) Yard track indicators.
(b) Train starting signals.
(c) Other special purpose signals.

Some of the more important applications of re-

mote controlled signaling listed above are discussed
and illustrated in following portions of this bulletin.

,
Page 14
 Train Entering Yard Over Remote Controlled
Switch, Chillicothe, fil.-A. T. & s. F.

Economic Aspects of Remote Control

T HE use of remote control in the operation of signal
and interlocking devices results in both capital
and operating savings. The installations are often less
costly than other methods of achieving the same signal
protection, their operating cost is lower, and the oper-
ating savings as great or greater .
Remote control installations are frequently made
at a lower first cost than if the same functions were
controlled from a locally operated machine. This is be-
cause of the saving of the cost of a tower building and
because of the use of a small and compact control
machine. The present tendency to use modern control
circuits, which require a very small number of wires,
has greatly increased the economical control distance
of remote control from the standpoint of first cost.

Page 15
Typical Remote Control Layout
AC.L.

Operating savings resulting from installation of

remotely controlled signaling are brought about by:
1. Lower cost of maintenance than attended plant.
2. Cost of operation is practically negligible be-
cause the remote control is handled by an exist-
ing employee with other duties.
3. Train stops to open and close switch are avoided.
4. The combined control of interlocked functions
at various adjacent points will often result in
greater efficiency in directing train movements.

Page 16
Train Stop Savings Important

The most important contribution of remotely con-

trolled switches to improved train operation is the
elimination of train stops to enter and leave sidings.
The amount of time saved and the monetary value of
the stop eliminated will vary with local conditions but
usually the elimination of one stop per day will pay for
the signal installation, where the switch is located at
a critical point.
A summary of time savings per train stop elimin-
ated as compiled by Committee I of the Signal Section,
A.A.R., from various published sources appears on
page 149 of Volume XXX of the Proceedings of the
Signal Section. This summary shows that the average
saving in 39 cases on a number of railroads was 11.9
minutes per freight train stop saved by remote control
installations. The range of time savings was from 5 to
27.6 minutes depending upon a variety of conditions,
such as train tonnage, grade, etc. Time saved on
passenger trains averaged 2 to 5 minutes per stop
avoided.
On page 174 of the same volume will be found a
tabulation of the values ascribed to the train stop
saved. The values depend upon grade, curves, weather
conditions, size and number of locomotives, number of
cars in train, tonnage, per diem, overtime wages, total
minutes delay time, and other local factors. They range
from $1.00 to $6.25 for freight train stops and from
$0.50 to $1.50 for passenger train stops. Many of these
stop values were calculated with the time saved as a
basis, others calculated from dynamometer car tests.

Page 17
Econom.ic Details of Typical Installations

Appendix "A" consists of a table which shows in

summary form the savings on a number of remote con-
trol installations which have been described in various
publications. These installations are typical of many
throughout the country and serve to show the high rate
of return on the investment which is possible from the
application of the principles of remote control to the
signaling problems of a railroad.
Variations in the costs of installations shown in this
table are due to many factors and do not bear a direct
relationship to the number of switches controlled. The
chief differences are due to variations in the amount
of signaling involved, and the extent to which existing
signaling is used in connection with the remote con-
trol installation. In most cases the cost of the installa-
tion includes that of all the signals. This is particularly
true of the installations made at points not previously
equipped with interlocking facilities, as well as where
mechanical interlockings are replaced.
Savings from the various installations vfj.ry, de-
pending largely upon the number of train stops saved,
or the facilities replaced. The rate of return on the
investment, after allowances for interest and mainten-
ance charges, is sufficient to pay for the average instal-
lation in less than three years out of operating savings.

Page 18
 Remote Control Panel in Interlocking Tower, Galesburg, Ill.-G. B. & Q .

Modern Remote Control Simple

to Operate
EMOTE control systems of today are designed to
provide for simplicity and accuracy of operation
with the utmost safety. The simplicity of design is par-
ticularly evidenced by the type of control machines
which are now available for operation of the simplest
turn-out or the most extensive interlocked groups of
switches and signals. These machines are all se1£-
contained units which can be furnished with track

Page 19
diagrams, indication lights, illuminated indication sec-
tions, or with recording devices. They are designed
to occupy a minimum of space and can be furnished
for desk or floor mounting.
Operation of the most extensive remote control
installation is made simple because of the arrangement
of switch and signal levers with respect to the track
model. The simplicity of the control machine makes it
possible for even the most inexperienced operator to
handle movements efficiently. The time required to
instruct an employee in the manipulation of the control
machine is negligible because the arrangement of
operating parts is practically self-explanatory. The
modern machines are used on even the simpler lay-
outs because they afford a simple and definite means
of manipulation with a constantly visible check,
through the position of the levers, of the conditions at
the switch.
While the control machines have been designed to
simplify the operation of the remote control from the
standpoint of the operator, the dual-controlled switch
movement has been designed to simplify operations
from the standpoint of the trainman who ~ay, under
certain conditions, be required to operate a power
switch by hand. The dual-controlled mechanism has
made it possible to install remote control at those
points where it is sometimes desirable to hand-operate
a switch for switching movements, or where part-time
remote control of an outlying switch is all that is re-
quired. Thus it is possible to control a switch from a
one or two-trick office without making it difficult to
use the switch when the control office may be closed.

Page 20
 , I

Typical Remote Control Layout

-Wabash

Applications of Remote Control

A DISCUSSION of some of the more important ap-

plIcations of remote control as used to solve a
variety of signaling problems on a railroad follows.

Re:mote-Controlled Outlying Switches

While outlying siding switches, ends of double
track, junctions and yard switches may be operated
manually by trainmen, switch tenders or other desig-

Page 21
 Train Entering Siding, Terre Haute·Pana
Installation-C. C. C. & St. L.

.
nated employees, without signal protection, the remote
control method of operation generally shows the lowest
annual cost and the greatest saving in train time.
The economic value of power-operated outlying
switches by the remote control method is dependent
upon the savings from the avoidance of stopping and
starting trains that could pass over the controlled
switch without stopping. It becomes profitable to con-
trol remotely such a switch, or group of switches, when
the cost of stopping and starting trains, or the payroll
cost for operating the switch by another method, is
greater than the maintenance, operation and fixed
charges resulting from the remote control installation.
The following tabulation shows the comparative
costs, on one railroad, of five methods of operating an
outlying switch 5,000 ft. from an existing station, as
reported by the Signal Section, A.A.R., in its 1923

Page 22
Proceedings (Vol. XXI, p. 145). While there would be
a variation in absolute amounts depending upon local
conditions, the relation between the various methods
would be about the same in most cases.

Methods of Operating Facing Point Switch

Switch Operated With Total Total

by: First Cost Annual Cost
Trainmen . ........ No signals . ... . . . . $7,300.00
Switchmen . . ...... One distant
signal $1,806.00 5,467.00
Switchmen ... . . . .. One home and
distant signal 3,356.00 5,976.00
Mech. Interlocking . Five signals 7,308.00 7,182.00
Remote Control. . .. Five signals 11,191.00 2,397.00

The preceding tabulation indicates that, at the

density of traffic where the cost of operating an out-
lying switch by trainmen amounts to $7,300.00 per
year, any of the other schemes would be productive of
savings, but the relative superiority of the remote con-
trol method is clearly indicated. It is also apparent
that the remote control method of operation would be
profitable at a density of traffic substantially below that
of any other method of handling the switch.
The cost of installing the remotely controlled switch
will vary considerably depending upon local condi-
tions and the amount to be saved by eliminating the
stops will vary in a wide range depending upon the
physical conditions and the density of traffic involved.

Page 23
 Crossover Location Near Toledo, Ohio- No Y. C. & St. L.

Remote Control of Interlockings

The development of the idea of remote control has
made it possible to control crossings at grade and other
facilities which previously were unsignaled because
it was thought that the density of traffic did not warrant
the cost and expense of operating an attended plant
or where, for some reason an automatic plant could
not be used. Many such layouts are now controlled by
a simple signaling arrangement under the control of
an employee relatively near the crossing, or they may

Page 24
be controlled from an interlocking from one to five or
more miles distant.
Actuated by the necessity of making every possible
saving in operating expenses without interfering with
the expeditious handling of trains, many railroads have
used remote control to combine the operation of two
or more interlockings in a single station. Such installa-
tions have made important savings, not only in the cost
of operation and maintenance, but also in the con-
servation of capital which would be needed to replace
very old interlockings in kind with attended plants.
Ordinarily this form of consolidation of interlock-
ings is accomplished by the installation of an inde-
pendently operated control machine of simple design
in the interlocking station from which the layout is to

Control Machine is Simple to Operate

be operated. Some form of traffic locking between the
remote control and local interlocking is provided if
the nature of the plants require it, or if it is desired to
arrange for signal indication operation between all
units of the combination. In some cases a modern con-
trol machine replaces all the interlocking machines
involved in the consolidation, thus affording greater
simplicity of operation.
Generally the control of the group of interlockings
is established in the larger or more important station,
although it is possible to locate the control point at any
desired station or office. The remote control of inter-
lockings has to a large extent been confined to the
operation of relatively small layouts where existing
facilities were in need of replacement or where the
cost of operation was considered too high to warrant
an attended plant. The vast improvement in control
wire utilization provided by modern remote control
circuits has made it possible to remotely control much
larger layouts economically, so that it is now possible
to effect interlocking consolidations where compara-
tively large interlocking layouts are involved.
The savings accomplished by controlling one inter-
locked group of switches and signals from a remote
station results from reduced cost of operators and the
maintenance cost of interlocking machine and build-
ings. Inasmuch as, even in attended interlockings,
operators depend to a large extent upon track model
indications for detecting the approach of a train, there
is no sacrifice in efficiency of operation when ade-
quate approach sections and indicators are installed
with the remotely controlled interlocking facilities.

Page 26
Series of Rem.ote Controls Affording
Signal Indication Operation

There have been several extensive installations of

remotely controlled switchep and signals where a
number of adjacent remote controls have been oper-
ated in such a way as to provide for the movement of
trains by signal indication over an extended territory.
These installations require the co-operative action of
operators controlling the adjacent remote controls in
order to display signal indications for the movement of
trains without train orders. The operators are under
the direct supervision of the train dispatcher. With
this method of operation, many of the advantages of
a Centralized Traffic Control System can be secured.

Page 27
 Among the outstanding installations of this type,
which have been described in published articles, are
the following:

Track Number
Railway Miles Remote Reference
Switches
B. & O.- Rosemont- 89.2 56 Railway Age,
Parkersburg, W. Va. Aug. 31, 1929
C. of Ga.- Carman- 23.6 2 A.A.R. Sig. Sec.
Terra Cotta, Ga. Proceedings,
Vol. XXV, p. 819
C. C. C. & St. L.- Terre 98.5 16 Railway Age,
Haute-Pana, Ill. July 20, 1929
M. P.- Leeds, Mo. - 50.1 12 Rwy. Signaling,
Osawatomie, Kan. Feb., 1926
S. P. Co. -Bena- 32.7 11 Railway Age,
Tehachapi, Calif. Jan. 12, 1929

Remote Control of Gauntlet Track and

Tunnel Protection
While a number of signal installations for the pro-
tection of train movements over gauntlet tracks and
through tunnels have been of the automatic type,
there have been a number of instances where operat-
ing conditions have made it desirable to place control
of the traffic in an operator under the direction of the
dispatcher. Remote control of the signals has provided
the economical solution. In other cases remotely
controlled signals have replaced the electric train staff
system to provide greater flexibility and more eco-
nomical operation without the sacrifice of safety. An

Page 28
 Signals Govern Movement Through Single Track
Tunnel-C. G. W .

example of such an installation is that on the C. G. W.

between Rice and Winston, Ill., where remote control
of a 1.6 mile section of single track, involving tunnel
protection, resulted in expedited train movement and
a reduced cost of operation.

Rem.ote Control of Manual Block Signals

There have been several installations of remotely
controlled manual block signals where the situation to
be met involved a possibility of controlling the indica-
tions of the signal from an adjoining manual block
station. A number of these installations were made by
one railroad principally for the purpose of providing
a "middle order" signal at an intermediate siding so
that the siding could be used for meets of all classes
of trains without establishing a manual block office.

Page 29
 One road placed a combination of remotely con-
trolled manual block and a spring switch arrangement
in service to control movements at an end of double
track, thereby eliminating an interlocking which was
also a three-trick manual block station. This installa-
tion provided for control to the next open manual
block station beyond the end of double track, and was
controlled from a block office on the double track por-
tion of the territory.
Remote control of controlled manual block signals
has been achieved in a few instances. Each case where
this has been done has involved a special set of cir-
cumstances revealed by study of operating conditions.

Remote Controlled Manual Block

Signals-C. C. C. & St. L.

Page 30
 Typical Control Panel for Remote Control of Highway
Crossing Signals

Remote Control of Highway Crossing Signals

In those cases where the nature of train movements

is such as to preclude full automatic control of high-
way grade crossing signals, a number of such signals
may be controlled from one location. This remote
control takes the place of local operation at each cross-
ing in the group, and involves the operation of modern
flashing light signals. In some cases controlled opera-
tion is required part time only, because of the traffic
requirements, and the signals may be restored to
automatic operation during the balance of the day.

Page 3 1
 The cost of protecting crossings, is reduced to a
minimum and the type of protection afforded is better
than that afforded by individual control. This method
of controlling highway crossing signals provides the
protection when needed and does not result in the
unnecessary closing of the crossing to highway traffic
when the switching movements involved do not affect
certain of the crossings. The remote control of the
crossing signals concentrates the control of these pro-
tective devices so as to provide not only lower cost of
operation, but also the minimum delay to highway
vehicles and a maximum of safety at the crossings.
The following table refers to several installations of
manually controlled highway grade crossing signals
where the remote control principle of operation is
employed. The savings indicated are those over the
previous method of operation, but do not take into
account the increased cost which would have been
incurred with 24-hour protection at each crossing.

Number Net Per-

Railway Location of Annual cent Reference
Crossings Saving Saving
B. & L. E....... Greenville, Pa. 5 $3,000 15.6 Rwy. Signaling
Feb., 1932
B.&M .. ... .. .. Hudson, Mass. 9 4,255 27.0 Rwy. Signaling
May, 1934
C. M. St. P. &P. Oconomowoc, 6 4,758 33.4 Rwy. Signaling
Wis. Sept., 1931
1. U. T... . .. ... Indianapolis, Ind. 23 15,984 33.3 Rwy. Signaling
Oct., 1928
M. K. T.. .. .. .. Clinton, Mo. 11 3,300 28.7 Rwy. Signaling
June, 1930
Wabash .. . . .. . Wabash, Ind. 13 7,800 40.0 Rwy. Signaling
Jan., 1929

Page 32
 Position Light Type Train Order Signal is
Mounted Below Automatic Block
Signal-Erie

ReItlote Control of Train Order Signals

The Erie was the first railroad to make use of a
signal on double track that could be used in place of
a written train order authorizing trains to proceed dis-
regarding following superior trains, to direct trains to
take siding, or to stop and hold main track. These
signals are remotely controlled from the nearest con-
tinuous train order office. They were first used in
1909 in connection with the installation of automatic
block signals on a double track division, and proved so

Page 33
 Crossover Location Showing Power Operated
Switch and Controlled Signals-P. R. R.

.
successful as a means of expediting train movements
over the division, that their use has been extended
wherever possible on this railroad.
These signals are handled by operators at the
various train order offices in accordance with the in-
structions of the train dispatcher and are a consider-
able factor in keeping freight trains in motion in all
cases where they can be moved with little or no delay
to superior trains. They are so interconnected with the
automatic block signal system that the display of the
train order signal in a restrictive position causes the
automatic block signal at the same location to assume
its most restrictive indication. The type of signal used
by the Erie for this purpose on the early installations
was of the semaphore type, but those installed in
recent years have all been of the position-light type.

Page 3 4
Remotely Controlled' 'Take Siding"
and "Leave Siding" Signals
Remote control of "Take Siding" signals has been
used for many years on single and double track lines.
Functionally, this type of signal has much in common
with the remotely controlled train order signal pre-
viously described. The signal itself, ordinarily located
at the entrance end of the siding governed and con-
trolled from the dispatcher's office or from the nearest
train order office, may be semaphore, color light,
position-light or any other type of signal. The indica-
tions displayed are auxiliary to other methods of
directing train movements.
"Leave Siding" signals have long been used in
single track automatic block signal territory where it
has been found advisable to control the departure of
trains from sidings or switching tracks from an
adjacent office under direction of the dispatcher.
These signals are generally used where the train has
other authority to move beyond the control station, but
where it is desirable to hold the train in the clear on
a siding until it can pass through the station area with-
out delay. They may also be used to authorize a train
to leave a siding prepared to pick up Form 19 train
orders where the train order office is beyond the end
of the siding.
These facilities add to operating flexibility, and
because of the very low cost of their installation need
only eliminate a small amount of train delay to eco-
nomically justify their installation. They illustrate some
of the many ways signaling facilitates train operation.

Page 35
Train Order Indicators
In order to reduce delays in single track automatic
block signal territory, one road installed, on the mast
of the automatic block signal at a siding switch
farthest from the telegraph office, a train order indi-
cator consisting of a single unit color light type signal
equipped with a green lens. The circuit to the indicator
is interconnected with the block signal circuit so that
the indicator cannot show "green" unless the block
signal to which it is connected is in the clear position,
thus avoiding any opportunity for the engineman to
mistake the indicator for a clear block signal. Passage
of a train automatically extinguishes the indicator light.
This signal is controlled from the train order office
in advance of the signal and is used to facilitate train
operation by providing an indication to a train, whose
right or class would normally require it to take siding,
to proceed on the main track prepared to pick up a
Form 19 train order, at the train order office, which
confers additional rights to the train.

Train Starting Systems and Signals

Remote control of train starting signals for facilitat-
ing the departure of trains from passenger terminals
and freight yards has been installed in a number of
cases with satisfactory results. In general they are con-
trolled by a train director or operator at an adjacent
interlocking in co-operation with the dispatcher, the
station force and the train conductor. Such systems,
especially at passenger stations are designed to con-

Page 36
vey information, by means of a signat which would
otherwise require issuing other forms of instructions.
Where signals are used, a definite but simple act is
required on the part of those concerned with the final
departure of the train from the terminal.

Control of Signals for Special Purposes

Remote control of outlying signals is often the
means of facilitating meets and eliminating delays for
switching movements adjacent to yards and terminals.
Sometimes a remotely controlled outlying signal can
be used to hold trains out on the main until it is advan-
tageous to permit them to enter a terminal or station
area. Often this type of control is achieved by giving
an operator control over certain aspects of an auto-
matic block signal, and sometimes by the addition of
a separate signal. Signals may be installed for any
purpose where the indications of a signal can take the
place of other means of communication and they may
be remotely controlled from any designated point.
There is a distinct advantage in displaying information
by means of an easily understood liq;rht or semaphore
signal rather than depending upon hand Signals, tele-
phone instructions, etc.

Yard Track Indicator

This type of signal is used to advise the crew of a
freight train entering the yard as to which track to
occupy and is usually controlled from the yard office
or from a train order office where an operator displays
the indication requested by the yardmaster. It serves

Page 37
to eliminate delays in communicating the information
to the train crew and, because of the fact that it is
operated sufficiently in advance of the arrival of the
train, insures a greater freedom from error in designat-
ing the track a train is to occupy.
On some installations the use of special train orders
.
or messages issued to the train at the last open train
order office before reaching the yard are eliminated.
These orders are often the cause of confusion at the
yard because of changed conditions after the order is
sent, in any case they are apt to cause delay to the
train picking them up. Installation of these yard track
indicators eliminates delays encountered by trains
stopping to telephone the yard office for instructions.

Yard Track Indicator-A. T. & s. F.

GRAPHIC EXAMPLES OF TYPICAL USES

FOR REMOTE CONTROL

NOTE: The diagrams in this section for the

most part show only the controlled signals.

Other related automatic block signals and

distant signals are not shown.
 YARD OFfiCE

_ "AIN TRACK <) '/\' 0 ~

C 1" 0

L Yard lead on single track railway, equipped with auto-

matic block signals, and having a moderate traffic volume.
2. Traffic does not warrant switchtenders at "B" although
considerable delay is encountered when train crews
operate switch. Full utilization of the yard lead is not
possible for westward trains because it is often more de-
sirable to permit them to depart at "A" where switch-
tenders are on duty.

The P oblern:
To provide for maximum utilization of the lead track and
improve the flexibility of freight train movements.

The Solution.
Remote control and power operation of the switch at the
west end of the yard lead- operated from the yard office.

R..sults
L Lead can be used for either eastward or westward trains.
2. Upon advice from the dispatcher that a freight is ap-
proaching the yard, yardmaster can permit it to enter lead
switch or to proceed on main track as conditions warrant.
3. Train stops and delays eliminated.
4. Permits closer moves with respect to passenger trains by
creating a usable meeting point at end of the yard.

Page 42
-w

/~ ...........
"OWER SWITCH
MACHINE

~GRADE

C nos
1. Crossing of double and single track line with one end of
siding controlled by the interlocking at the crossing.
2. Full advantage of the mterlocked switch at east end not
being taken because the siding is a difficult point to make
a meet on account of an adverse grade at the west end of
the siding which causes trains to lose a great deal of time
in the hand-operation of the switch at that point.

Th" P e~
To make this siding available for a greater number at
meets and passing moves and thus facilitate handling at
trains over the district.

The Solution.
A power-operated switch, with associated signals, at the
end of the siding farthest removed from the interlocking,
controlled from the interlocking tower.

R~
1. A more flexible arrangement for handling trains by chang-
ing a "bad" meeting point to a good one.
2. Elimination of train stops to enter or leave siding.

Page 43
________~:~--~::.~~7~~~~) -------------+(~~~~=,r~~-~------~)------
[J ~~~------~~~-----

Conditions'

1. A single track tunnel between sections of double track,

through which trains are moved by means of the "Staff
System."
2. Delays involved in the operation of the staff system and
cost of its operation are undesirable, also the system is in
need of extensive overhauling.
3. In this instance it is necessary to select the train to be
given preference by class, rather than by direction, which
makes it undesirable to install an automatic interlocking.

The PrOblelTl:

Reduce operating expenses at this point and eliminate

train delays.

The Solution.

Installation of power-operated switches and signals, re-

motely controlling the arrangement from an adjacent
office, which has 24-hour attendants.

Results:

Expedited train movements and reduced operating ex-

penses.

Page 44
 _----------3 M IL ES------------<_~

ROAD "A"

"y "

Conditions:
1. Road "A" crosses road "B" at X and again at Y- both
crossings are protected by mechanical interlockings. The
interlocking at X controls several functions other than the
crossing and is in good condition, having been recently
overhauled, while the interlocking at Y controls only the
crossing and is in need of replacement or extensive over-
hauling.
2. The nature and volume of traffic makes it undesirable in
this case to install an automatic interlocking at Y.

The Problem:
To provide interlocking protection to replace that in
service at Y, at the lowest cost consistent with conditions,
and to reduce operating expenses.

The Solution:
Installation ot remote control machine in the tower at X
for the operation of the functions at Y.

Results:
Maximum economy in installation and a substantial reduc-
tion in annual operating costs.

Page 45

•
 f-ol"~----I MILE--------i

~~
PSGR .STATION
ill
(
) ....--

Conditions:
1. Junction of single track branch line with double . track
main line. All switches at the junction operated by train
crews in making moves to and from the branch.
2. Rearrangement of traffic has caused a larger number of
trains to be routed via the branch, causing some delay in
getting to and from this single track line, but not enough
to warrant an attended interlocking. There is a continuous
train order office at the passenger station at "Au which
serves as the register point for the single track line.

The obI
Elimination of delay at the junction to branch line trains,
with a minimum capital expenditure.

The Solut'on'
Power operation and remote control of the junction switch
and the crossover, to be controlled by the operators at
Station "A."

Results
1. Elimination of delays to branch line trains.
2. Quicker clearing of main line by branch line trains, thus
avoiding delays to main line trains.
3. Better protection at junction and crossover because of
interlocking.

Page 46
Conditions
1. Electro-mechanical interlocking at "Au destroyed by fire.
2. Traffic over this double track line is heavy and it is
essential that the functions at "Au be interlocked.

The Problem.:
To restore the operation of the functions at "Au in the
most economical way.

The Sol t-on·

Installation of modern remote control machine in the tower
at "BU to operate the switches and signals at "Au by
remote control. Machine designed to provide for the
future control of another interlocking 4 miles west of "A. u

Resu ts·
1. A saving of nearly 70 per cent per year on the additional
cost of installing remote control over the cost of replacing
the facilities at "Au in kind.

2. A noticeable operating improvement resulting from control

of these adjacent interlockings from one location.

Page 47
 ST"TION "NO
T.O. OffiCE

o
~~-=-------~~----~~~~------~-------

Conditions:
1. Junction of double and single track with train order office
located in passenger station about 1000 feet from E. D. T.
switch.
2. Normal position of switch is lined for eastward movements,
requiring all westward trains to open and close switch.
3. Traffic not considered sufficiently heavy to warrant an
attended interlocking, and spring switch not satisfactory
because the switch is used for some switching moves.

The Problem.:
An economical means of operating the switch in order to
avoid train stops.

The Solution:
A simple remote control installation which would provide
for power operation of the E. D. T. switch from the
passenger station.

Results:
1. Elimination of the stop to operate switch by westward
trains.
2. Westward trains clear street crossings sooner and thus
eliminate complaints of local authorities, regarding
blocked crossings .
3. Eastward trains have signal to move over the facing point
switch, thus can move at higher speed with greater safety .

Page 48
 t t OPE~'NG
TOWER

"p:: SI. " B·· SI. "e SI. " D" SI.

Cona hons
1. Double track railroad over which through moves as well
as switching moves are made. The latter only during day-
light hours. Protection at one crossing 24 hour flagman
service, at others, 16 hour flagman service.
2. Switching . moves make automatic crossing signals im-
practical during daylight hours.

The Problenl·
To provide adequate protection and to satisfy municipal
authorities by avoiding unnecessary delays to street traffic
and at the same time to reduce the cost of protecting the
crossing by watchmen.

The Solution.
A combination of automatic and manual control of flasher
light signals. Operation of crossing signals to be con-
trolled remotely from an operating tower near "D" street
for the time of day when SWitching moves are made.
Operation switched to automatic control for the period of
the day when only through moves are made.

Results:
1. Lower operating cost of protection.
2. Full 24 hour protection at all crossings, instead of part-
time protection afforded by watchmen.
3. Local authorities satisfied because the installation does not
unduly delay highway traffic.

Page 49
 ~~.... ......../~
........- [ £ ]
..... -
-m- -m-ENDS OF SIDINGS ENDS OF SIDINGS
ENDS OF SIDINGS
CONTROLLED FRO~ A CONTROLLED FROM B CONTROLLED FROM C

Condition:
1. Busy single track railway with automatic block signals
and some remotely controlled ends of sidings.
2. Traffic heavy during certain hours of the day and some
delay brought about by operation under the timetable and
train-order method of operation.

The Problenl:
To further increase the facilities for moving trains with a
minimum of delay due to meets and passing moves.

The Solution:
Equip balance of ends of sidings with power operated
remotely controlled switches and to provide for co-oper-
ative action between control stations, under the direction
of the dispatcher, so that trains may be moved by signal
indications without written train orders.

Results:
1. The advantages of train operation ' by signal indication
without train orders.
2. Power-operated switches and controlled signals so lo-
cated that all that would be required would be to change
the controls if and when it would be decided to change to
C. T. C. operation from one control point.

Page 50
IBI
( )
..
'T

» I I «
.........
.... (
)

Condition:
Gauntlet track over bridge protected by an interlocking
which formerly had other functions which are now dis-
continued. Automatic control not practical because of
nature of traffic.

The Problem:
To avoid the expense of operating a three-trick interlock-
ing merely for the purpose of controlling this gauntlet.

The Solution:
Remote control of this layout from another interlocking
several miles distant.

Results:
Reduced operating expenses.

Page 5 1
 .;Ii MECH.INT'LG
IBI
-,~---;'T:;;--j'--_7-'--__'_'--:;"";;'-'_ _ _ _ _ _ _ _ _--':""''''=':::/~POWER SWITCH
...,... , t---ee MACHINE
E. O. .T.

Conditions
Crossover at interlocking operated as end of double track.
Siding is extension of eastward track but is seldom used
excepting for a few meets.

The ProbleM.
To extend official end of double track to east end of siding,
which is considerably beyond the operating limits of the
mechanical interlocking.

The Solution
Power operation and remote control of the switch at the
end of the siding from the interlocking tower.

Results.
1. Effectively extends end of double track and thus cuts
down the distance between the end of double track and
the next siding.
2. The track between the old and new E. D. T. can be used
as a siding for passing moves in either direction.

Page 52
Conditions
Temporary abandonment of operation over section of
double track line due to heavy grade revision work. It is
only possible to construct a single track temporary line
around the work.

The Problem.:
To carry the traffic of the double track line over this sec-
tion of single track with the least possible delay and with
a minimum of expenditure for facilities.

The Solution
Installation of remotely controlled signals and switches
which will make it possible to move trains by signal indica-
tion without train orders or a staff system. The layout at
one end to be controlled from the other end, or from an
adjacent interlocking.

1
1. Greatest possible utilization of the single track line, be-
cause of signal indication operation.
2. Use of standard devices which may be installed at some
other point when the need for them at these temporary
junctions is eliminated by completion of the work on the
main track.
3. Saving in operating costs over the temporary line.

Page 53
 I' 3 M ILES
'1' 7 M IL ES -

, -L< ~
/
-'L...,
~
31
E'1r /
-4:4..
' SPR1NC SWITCH
4 ( )
¥<1Bl

'" '"A'
/// -./ ~ '""H-
" B" "c"

Condition:
Single track railway operating with manual block
handling about 16 trains daily. It is desired to abandon the
interlocking at the end of double track and to install a
spring switch with mechanical facing point lock.

The Problem.:
To provide the equivalent of a manual block station at
point "B" where the interlocking is to be removed.

The Solution:
Control of the signals at "B," including the manual
block features, from the block station at "A."

Result
Reduced operating expenses by eliminating interlocking
and attended block station at "B."

Page 54
 YARD OFFIC~

-w
o
() ,c=----
fill "==
~
YARD TRAC'; ' INDICATOR .....:_-:::::_-::_-::_-::_-::_-::_-:::::_-::_-:::::_-:..:

Condition:
Small yard with practically all work performed at yard
office end, which is at the extreme east end of the yard.
Trains entering the yard from the west must stop and call
the yardmaster for instructions in order to find out which
track to enter. Some delay encountered in the course of
securing telephone instructions.

The Problem:
To provide means by which trains may be instructed as
to which track to enter without requiring telephone or
train order instructions.

The Solution: ,
Installation of a yard track indicator operated from the
yard office by remote control. This indicator displays the
number of the track to be occupied by the train entering
the yard and also indicates the wishes of the yardmaster
if he desires to "main-track" the train.

Result:
Elimination of confusion on trains entering the yard. as
well as delays in transmitting instructions.

Page 55
APPE'NDICES
 •

APPENDIX " A"

Economic Advantages of Typical Remote Control Installations

Type Number Trains Rate of

Railway Location Year of of per Total Annual Saving Publication Reference
Layout Switches Day Cost Saving Per Cent
A. T. & S. F. ... . . . .. . .... Neva, Kans. 1933 Junction 6 43 $22,426 $5,300 23 .6 Railway Signaling, Jan., 1934
B. &A ..... ......... .. . . Brookline Jet., Mass. 1932 Junction 2 120 25,000 6,000 24.0 Railway Signaling, Oct., 1932
C. P. R... . .. .. .. . .. . ... . Cobourg, Ont. 1934 Crossing 2 30 7,500 4,729 63.0 Railway Signaling, Aug., 1934
C. of Ga ....... . .... . .... Americus, Ga. 1926 E. D. T. 4 37 10,425 3,756 36.0 Proc. S. S. , Vol. XXIX, p. 23
C. of Ga ... ....... .. .. . . . Griffin, Ga. 1929 E. D. T. 4 35 16,306 3,997 24.5 Proc. S. S., Vol. XXIX, p. 25
C. &0 .. .... ........ ... . Balcony Falls, Va. 1925 E. D. T. 1 24 11,607 8,370 72 . 1 Proc. S. S., Vol. XXIV, p. 103
C. &0 .. ... . . . .. .... . .. . E. Clayton, Ohio 1930 E. D. T. 1 13 14,570 4,774 32 . 7 Proc. S. S., Vol. XXIX, p. 2']
C. &0 .. ... . ... . .. . . . ... Greenway, Va. 1932 E. D. T. 1 16 11,000 5,000 45 . 5 Railway Signaling, Aug., 1933
C.&N. W ... . .... .... . .. Chaldron, Neb. 1929 Junction 1 26 37,200 14,465 38.9 Proc. S. S., Vol. XXVIII, p. 388
C. &N. W .. ............. Green Bay, Wis. 1929 Junction 4 32 27,500 31,855 115 .8 Proc. S. S., Vol. XXVIII, p. 38']
C. &N. W ........ ..... . . Boone, Iowa 1931 Yard 1 36 14,715 4.592 31.2 Proc. S. S., Vol. XXX, p. 12
C. B. & Q .. .. .. ...... . . .. Earl ville, Ill. 1918 Crossing 5 22 13,000 4,900 37 .6 Railway Age, Aug. 15, 1925
C. B. & Q .... .. ... .. ... . Oxford Jct., Neb. 1925 Junction 1 11,500 4,818 41.9 Railway Age, Aug. 15, 1925
C. B. & Q ......... . .... . . Davies, Mo. 1925 Yard 1 4,300 5,168 120.2 Railway Age, Aug. 15, 1925
C. B. & Q .... .... . .... . . Bridge Switch, Wis. 1925 E. D. T. 1 12 9,000 4,900 54.4 Railway Age, Aug. 15, 1925
C .. B. &Q .. . . . . . . .... . Concord, Ill. 1928 E. D. T. 2 26 26,000 7,128 27 . 4 Railway Age, Dec. 29, 1928
C. B. & Q ... ....... . ... Lincoln, Neb. 1929 Crossing 5 28 17,664 4,396 24.9 Railway Age, Mar. 2,1929
C. G. W ....... . .. . ... . . Rice, Ill. 1931 Tunnel 2 24 18,000 7,000 38.9 Railway Age, May 30, 1931
C. M. St. P. & P . .. . .. . . . . Techney, Ill. 1933 Junction 3 40 13,272 5,234 46.0 Railway Age, Feb. 18, 1933
C. M. St. P. & P .. . .. . .. . . Bensenville, Ill. 1933 Junction 3 40 14,121 5,113 33.0 Railway Age, Feb. 18, 1933
C. C. C. & St. L.. ..... . . . De Graff, Ohio 1932 Sidings 8 33 36,000 6,000 16 . 7 Railway Signaling, Mar. , 1932
G.N .. ........ . ......... Havre, Mont. 1932 Junction 4 18 3,700 5,400 146 .0 Railway Age, Mar. 19, 1932
 Economic Advantages of Typical Remote Control Installations (Continued)

Type Number Trains Rate of

Railway Location Year of of per Total Annual Saving Publication Reference
Layout Switches Day Cost Saving Per Cent
M.C .... . ...... . ..... . . . Rochester Jet., Mich. 1930 Crossing 22 17,900 5,000 27 .9 Railway Signaling, Dec., 1930
M. P .................... Cliff Cave, Mo . 1933 E. D. T. 1 25 6,500 5,500 84 .6 Railway Age, Apr. 1, 1933
M.P .. ..... .... ........ . Chester, Ill. 1929 Siding 5 13,000 4,996 38.2 Railway Age, Nov. 18, 1933
M.P........ .... ... ..... Harviell, Mo. 1932 E. D. T. 1 25 5,100 5,000 98 .0 Railway Signaling, July, 1932
N. C. & St. 1.. ........... Stevenson, Ala. 1923 E. D. T. 1 24 6,277 8,894 141.7 Railway Signal Eng., Oet., 1923
N. &W .................. N. Roanoke, Va. 1928 E. D. T. 2 16 15,000 4,400 29.3 Railway Signaling, Mar., 1929
N. P. ..... . . ... . .... ... . Muir, Mont. 1933 Tunnel 2 32 9,438 5,284 56 .0 Railway Signaling, Dec., 1933
P. R. R. ... ... ...... ..... Birdsboro, Pa. 1929 Sidings 10 36 59,139 14,253 24 .1 Railway Signal Eng., Oet., 1923

P. R. R. .. . .............. Bullis Mills, N. Y. 1929 Sidings 4 30 24,142 10,799 44.7 Proc. S. S., Vol. XXIX, p. 9
P. R. R. ..... .. ..... .. ... Denholm, Pa. 1929 Sidings 5 33 35,366 10,580 29.9 Proc. S. S., Vol. XXIX, p. 21
P. R. R.. ....... . ... . .... Enola, Pa. 1930 Junction 4 95 17,000 5,331 31.3 Proc. S. S., Vol. XXIX, p. 11
P. R. R... . . ... . ... . .. . .. Rich, Pa. 1929 Sidings 2 58 20,039 4,770 23.8 Proc. S. S., Vol. XXX, p. 6
P. R. R. ......... . ....... Mohican, Pa. 1931 Crossovers 6 66 23,099 5,203 22 .5 Proc. S. S., Vol. XXX, p. 9
T. &0. C ........ ... . .... Centerburg, Ohio 1922 Siding 1 20 5,100 4,712 92.4 Railway Signal Eng., June, 1923
T. &N. 0 .. . .. ........ .. . West Junction, Tex. 1930 Junction 2 16 13,000 5,700 43.8 Railway Signaling, Feb., 1929
Wabash .. ............. . . Peru, Ind. 1933 E. D. T. 1 8,296 5,700 62 .1 Railway Age, Apr. 29, 1933

Total, 38 Installations . ........... . ... . ..... .. ....... .... .... . .. . .. ........ . .... $643 ,202 $259 ,017
Average per Installation . .................. .. ........... . . ... ... ... .. .... . . ... . .16,926 6,818 40.4
 APPENDIX "B "

Remote Controlled Power Operated Switches

and Signals in Servic e January I , 1937

Number Number of
Number Number of Signals
Name of Railroad of of Cross-
Control Single over Sema-
Points Switches Switches phore Light
Atchison, Topeka & Santa Fe. 47 86 26 250 11
Atlanta, Birmingham & Coast. 1 ·. 1 3 2
Baltimore & Ohio:
Eastern Lines .. . . ... .. . . . 27 38 14 3 127
Western Lines .. . . . . . . . . . 6 4 2 6 12
Bessemer & Lake Erie . ... . .. 1 ·. ·. ·. 4
Boston & Maine . . .. . ... .. .. . 25 38 48 10 131
Central of Georgia . . . .. . . . .
, 4 1 5 12 3
.. Chesapeake & Ohio . . . . .... .
Chicago & Eastern Illinois ...
29
1
13
1 ·
4
. ·
2
.
95
· .
Chicago & North Western . . . 14 16 16 35 73
Chicago, Aurora & Elgin . ... . I 2 ·. ·. 7
Chicago, Burlington & Quincy 12 32 8 60 38
Chicago Great Western . . . . . I ·. · . ·. 2
Chicago, Indianapolis &
Louisville . . . .. .. . .... .. I I ·. 3 I
Chicago, Milwaukee, St.
Paul & PaCific .... .. . .... 19 32 26 71 85
Chicago, Rock Island &
Pacific .. .. . ... . ..... . ..
Chicago, SI. Paul, Minne-
apolis & Omaha . . . ... ...
2
3
3
10
·.
·. 14
3 9
I
.
Delaware & Hudson. .. . .. . 3 4 2 17 6
Delaware, Lackawanna &
Western . .. .... . . . .. .... 5 6 I 12 7
Erie .... . .. .. . ...... . .. .. .. 8 8 ·. 16 17
Great Northern ... . . . . . . . . . . 13 16 3 33 38
Green Bay ti Western . . . .. . . 2 I ·. 3 ·.
Illinois Central. . . . .. .. . . . .. 7 7 ·. 9 27
Lehigh Valley ... . .. .. .. . .. . 7 8 4 5 34
Long Island .... . . . . .. . ... . . 2 2 ·. 8 ·.
Louisville & Nashville ...... . 8 8 3 34 ·.
Maine Central. .. ... ... .. .. . I I ·. I 3
Minneapolis, SI. Paul & Sault
Ste. Marie . . . .. .. ... . . . . 6 7 ·. 5 23
Missouri -Kansas-Texas . . ... . . 4 4 ·. ·. 12
Missouri· Kansas-Texas of
Texas . ... . ... . ..... . .. . 7 10 ·. 26 2
Missouri Pacific . .. .. . . . . ... 9 17 ·. 8 60
Beaumont, Sour Lake &
Western . . . .. .. . .... . .. . I 1 ·. ·. 4
International·Great
Northern . . . . . . . .. .. ... . I I ·. · . 4

Page 60
 Remote Controlled Power Operated Switches
and Signals in Service January 1, 1937
(Continued)

Number Number of
Number Number of Signals
Name of Railroad of of Cross-
Control Single over Sema-
Points Switches Switches phore Light
Missouri Pacific Continued:
New Orleans, Texas &
Mexico .. ... . . ... . ... . . . 1 1 4
Mobile & Ohio . .. . . . .. . ... . 1 2 2
Monongahela Connecting . . . 1 1
Nashville, Chattanooga & St.
Louis . ..... ... . . . . .... . . 2 2 6
New York Central. .. .. . . . . . . 25 23 30 7 94
Boston & Albany ...... .. . 5 8 2 15 20
Cleveland, Cincinnati,
Chicago & St. Louis .. . .. . 27 38 12 25 144
Indiana Harbor Belt. ... . . 2 1 2 7
Louisville & Jeffersonville
Bridge ... . . .... . .. . . . . . 1 2 11
Peoria & Eastern . .... . .. . 1 1
New York, Chicago & St.
Louis . . . ..... . . . . .. .... . 9 12 6 31
New York, New Haven &
Hartford .. . . ... . . . . ..... . 12 23 2 32 30
Norfolk & Western . .. .... . . . 3 4 8 12
Northern Pacific .. ... . . .. . . . 4 2 2 10 7
Pacific Electric ... ... . ..... . 1 4 8
Pennsylvania .. . ... .. .. .. .. . 104 144 69 21 560
Peoria & Pekin Union . .. . . . . 1 3
Pere Marquette . . . ..... . . .. . 3 3 11
Reading .... . .... .. ....... . 5 13 9 20
St. Louis-San Francisco ... . . . 4 3 4 20
Seaboard Air Line ...... . .. . 11 19 60
Southern . .......... .. .. . . . 1 1 2 1
Cincinnati, New Orleans
& Texas Pacific . . .. .... . . 1 1 2
Southern Pacific Co.:
Pacific Lines .... .... ... . 19 31 28 76 82
Texas & New Orleans . . . . 12 16 2 88 3
Texas & Pacific . .. ... . .. .. . . 7 12 2 55
Union Pacific System:
Eastern District . . . . . ... . . I 1 2 2
Central District. ...... . . . 2 2 15
Northwestern District .. . . . 2 2 13 3
Southwestern District ... . . 7 8 22 24
Wabash .. . ... . . . . .. .. . . . . . 5 5 9 15
Wheeling & Lake Erie . . . . .. . 1 4
TOTAL. .. . . ... . ..... 559 762 316 1,041 2,050

Page 61
 DISTRICT OFFICES

*
NEW YORK OFFICE
Empire State Building New York, N. Y.

CHICAGO OFFICE
Peoples Gas Building . Chicago, Ill.

ST. LOUIS OFFICE

Railway Exchange Building . St. Louis, Mo.

. SAN FRANCISCO OFFICE

Matson Building San Francisco, Cal.

MONTREAL OFFICE
Dominion Square Building . Montreal, Que., Can.

*
AFFILIATED COMPANIES' OFFICES

ARGENTINA FRANCE
Buenos Aires Paris
AUSTRALIA INDIA
Brisbane Bombay
Melbourne Calcutta
BELGIUM ITALY
Brussels Torino (Turin)
CHILE JAPAN
Valparaiso Tokyo
CHINA PORTUGAL
Shanghai Lisbon
ECUADOR SOUTH AFRICA
Quito Johannesburg
ENGLAND SWITZERLAND
London Berne
 UNION SWITCH & SIGNAL COMPANY
GENERAL OFFICE AND WORKS , SWISSVALE , PENNA .

Floor Space: Over 1,000,000 Sq. Ft.

*
Designers, Manufacturers and Engineer-Constructors of Electro-Pneumatic,
Electric, Electro-Mechanical and Mechanical Railway
Signal and Interlocking Appliances

Automatic, Semi-Automatic, and Manually-Operated Block Signals

Coded Continuous Cab Signaling Systems

Electro-Pneumatic, Electric, Electro-Mechanical and Mechanical Interlockings;

Automatic Train Control, Car Retarders, Highway Crossing
Protection, and Centralized Traffic Control

Commercial and Engineering Departments Prepared to Handle all

Problems Arising in the Field of Signal Engineering
Plans and Estimates on Application

5M-6-37 PRESS OF THE

PRINTED IN U. S. A. WESTINGHOUSE VALLEY PRINTING co.