• L&HR Signaling

  • Discussion of the L&HR and its predecessor the Warwick Valley Railroad for the period 1860-1976 at its inclusion with ConRail
Discussion of the L&HR and its predecessor the Warwick Valley Railroad for the period 1860-1976 at its inclusion with ConRail

Moderator: David

  by RDG-LNE
Looking at photos of the L&H, it appears that they used a version of Absolute-Permissive Block System or Automatic Block Signals. Can anyone shed some light on L&H signal practices.

  by SooLineRob
From an L&HR Employee Timetable, Absolute Permissive Block (APB) Rules were in effect between Maybrook "BK" and Belvidere "G Tower". APB Rules also required Train Orders to be issued for authority to occupy the main track for all extra (freight trains) trains not listed in the timetable.

Generally, only First Class (passenger) and Second or Third Class (regularly scheduled freight trains) were listed in a schedule as having authority (no need for a train order) to operate on the main track without train orders. The "schedule" listed times those trains were to be at specific stations/locations. Extra trains not listed needed train orders to operate.

Although NE-3 "always" went on duty at Warwick at 19:00 Daily, it was still an "extra" train and needed train orders to occupy the main track.

NOTE: The "contemporary" equivalent of APB rules would be NORAC's "Signalled DCS Rules". The Train Dispatcher doesn't actually have control over the signals in APB; he/she issues train orders/Form D's/etc to authorize trains/vehicles on the main track. The signals only provide protection against broken rails/collisions; the signals back up the written train order.

I participated in another topic regarding the interaction of the signal system and train order offices/interlockings. See here:

http://www.railroad.net/forums/viewtopi ... 88&t=17923

Hope this helps.
  by L&HR C&S
All of the L&HR's signal equipment, be it wayside signalling or grade crossing warning devices where General Railway Signal equipment. Type k relays where used and most grade crossings had two circuit shunt overlaps useing type k interlocking relay. (the ones with the drop down latches to lock out the other side of the crossing as the train traveled away from the crossing.) The two grade crossings at the playboy club in Vernon, NJ where the last installed and where three circuit crossings with Type k stick relays. they where the only gate crossings on the L&H. all track circuits where dc primary batteries. all line wire except the telephone line was copper clad wire, Telephone was on the top crossarm on the number one pins either side of the pole, and being pure copper, where stolen or salvaged by Conrail shortly after the line was shut down.