Train Order Signals

[Statkowski]

1905 picture of the station at Cherry Tree, Pa. shows train order signals installed on the building. 1931 picture of the replacement station (original burned down) shows none.

Any idea why?

[NHRR WTBY]

1905 picture of the station at Cherry Tree, Pa. shows train order signals installed on the building. 1931 picture of the replacement station (original burned down) shows none.

Any idea why?

Newer technology made them obsolete? Just a guess.

[Statkowski]

The only possible "newer technology" to enter the picture would have been the telephone replacing the telegraph.

One idea concerns the adaption of PRR's version of DTC and Clearance Form Ks for dispatching of trains, thus eliminating the need for Manual Block Signals at manned stations. When did that kick in?

[westernfalls]

PRR's version of DTC

That's like saying "Henry Ford's version of the Hummer". Someone with the time tables and rule books handy could do the time-line research, but the PRR aversion to train order operations was manifested by their creation of Rule 271 and Secondary Tracks. In a 1949 PRR time table I checked, the Susquehanna Secondary Track went to Cherry Tree and was under manual block control from the other end of the line. In a much later NYC time table, they (the NYC) still had a 24-hour train order office at Cherry Tree.

[Statkowski]

The New York Central's block station was located adjacent to the yard - all New York Central tracks. To access the CT&D trackage, the NYC had to go over PRR trackage, under PRR operating rules and ETT.

The passenger depot was on PRR tracks, south of the yard but north of the junction with the CT&D.

So, why manual block signals on the station in 1905 but not in 1931?

[Statkowski]

Answer received on PRRT&HS forum.

Rules changes, elimination of need for manual block signals. Replacement station was apparently built after the need for such signals was eliminated, hence, no provisions for such.