Era 1 Semaphores - Model Train Forum - the complete model train resource
Model Train Forum - the complete model train resource

Go Back   Model Train Forum - the complete model train resource > The Right of Way > European Railways
Forgotten your password?

European Railways Discuss European Prototypes here.


Reply
 
Thread Tools Display Modes
Old 10-18-2019, 02:45 AM   #1
Atlanta
Brakeman
 
Atlanta's Avatar
 
Join Date: Apr 2019
Location: Lübeck
Posts: 156
Era 1 Semaphores

Hey Ya'll

For my researches of era 1 semaphore signals I found a drawing published in 1870.

It shows an optical telegraph semaphore signal of the Mecklenburgische Eisenbahn (Mecklenburg Railroad) of north-east germany.

The signal had three positions of the arm for both directions:

Ground Position:
Semaphore Arm hanging vertical down in Closed Line Position, all train movements in this direction are prohibited behind the signal.
Night Sighn: Lantern light blended out by metal cover.

Halt - Stop Position:
Semaphore Arm in horizontal Position.
Night Sighn: red lense over white lantern light.
Train need stop ahead signal.

Clear Position:
Semaphore Arm in diagonal up Position.
Night Sighn: white lantern light.
Train may move into clear track behind signal.

This signal could be found onto single and double track lines.

By use of single track lines, the semaphore arm of other direction need to show the Ground Position with vertical down hanging arm.

When the lineside bell rings, the signal man switching the signal into clear position.

After the train passed the signal tower the signal man switching the signal into Halt - Stop Position than giving the Bellcode by lineside Bellmachine to next Station or Interlocking Tower.
With block apparatus he gives signal back to last signal tower or station and the signal is falling automaticly into Ground position by electrical pulse.
With block apparatus the signal man gives signal of coming train to next signal tower or station.

In cause of danger, the signal man could remove the before giving Clear Position into Halt - Stop Position but need to get reblocking from next station that his signal falls into closed line position before he can give the clear position again after dangerous situation is over.

Most of those signals had been removed between 1892 and 1912 by more modern Juedel Signals.

Ya Ingo
Attached Images
File Type: png Screenshot_2019-09-04-03-39-50_1571379362814.png (194.6 KB, 2 views)
Atlanta is offline   Reply With Quote
Sponsored Links
Advertisement
 
Old 10-18-2019, 07:15 AM   #2
MichaelE
Dispatcher
 
MichaelE's Avatar
 
Join Date: Mar 2018
Location: Southern Illinois
Posts: 2,032
Scales Modeled: HO
Interesting. Thanks for posting. I don't know of anyone building an Era I railroad, but it would be nice to have one of these old signals on an abandoned branch line or siding.
__________________
Deutsche-Bahn Eisenbahn modeling Upper Bayern, western Austria, and northern Switzerland.
MichaelE is online now   Reply With Quote
Old 10-22-2019, 08:57 PM   #3
Atlanta
Brakeman
 
Atlanta's Avatar
 
Join Date: Apr 2019
Location: Lübeck
Posts: 156
Hey Michael,

another kind of "Optical Telegraphs" like Semaphore Signals had been named until 1892 working as lower quadrant semphores only.

Look onto the attached drawing:
These Signals stood alongside single track lines or between double track lines ahead of their own signal tower or ahead the station master office on railroad stations.
On railroad stations it stood in middle of station between the platforms of each direction on their platform ends. In most causes a niveau level crossing with manual gates or barriers protected passengers by acrossing the two railway tracks of each direction.
Inside bigger railroad stations up to three of those signals standing in the beginning, middle and end of station.
The beginning and end signal towers got telegraphic orders by the station master via morse telegraph or later by telephone.

How a lower quadrant optical telegraph works?

A lineside bellcode clockmachine gives bellcodes of coming train.
Between two stations up to three signaltowers could be found as Block Towers the signal men could hear the bellcodes but not giving it, that privileg had only the station master.
The signal man or station master from starting point gives the bellcode and did pre blocking by block apparatus.

At the next signal tower the signal man did hearing a bell and seeing falling sighn onto block apparatus, then he took the lever of his signal to switch from Ground Position into Clear Position.

Then is did pre-blocking the next signal tower or station.

After the train got passed by with all wagons completely by controlling EOT - End of Train sighn or lanterns than he took second signal lever to switch the signal from Clear Position into Halt - Stop Position and blocking back to last back located signal tower or station. He did preparing the sighn onto block apparatus from last back tower or station into clear position.

During back blocking a released elektric contact at the horizontal arm opened a stopper and the semaphore arm falls by gravity into Ground or Closed line position with down hanginging arm. Then the signal man switched the levers back in ground position.

In cause of danger, every signal man could switch his signal in Halt - Stop Position but he needed back blocking from next station, so he gave special orders to the train crew for signalling danger of line onto the loco's headlight and end of train sighns.
After the next signal man received the danger order he could back blocking or giving the caution order to next station master.

Another attached photograph shows these kind of semaphores with an ahead stopped train who did awaiting the free line of track.

The photo had been taken before 1870 by unknown photographer.

Mechanical Interlocking worked in addition with Semaphores and Turnouts to make railroad traffic more safer.

Old laws defined, that no passenger may have situations of danger at any time.
The railroad traffic needed to be closed before any passenger or not own personal staff would enter platforms or loading areas.
It was strictly prohibited by high penalties to enter platforms or loadiang areas without the permission of railroad staff.

So gave it bell codes of the station bell, when it was allowed to enter platform or when to clear it behind the platform gates.

In 1937 the new established Deutsche Reichsbahn - DR got new laws from gouvernment how to organize railroad traffics, some of these laws are still valid again.

Ya Ingo
Attached Images
File Type: jpg 20190809_194233_1571791466624.jpg (736.2 KB, 2 views)
File Type: jpg Ahrensburg(1)~2_1571791500457.jpg (71.9 KB, 8 views)
Atlanta is offline   Reply With Quote
 
Old 10-22-2019, 09:00 PM   #4
MichaelE
Dispatcher
 
MichaelE's Avatar
 
Join Date: Mar 2018
Location: Southern Illinois
Posts: 2,032
Scales Modeled: HO
That's the tallest semaphore I've ever seen.
__________________
Deutsche-Bahn Eisenbahn modeling Upper Bayern, western Austria, and northern Switzerland.
MichaelE is online now   Reply With Quote
Old 10-23-2019, 12:35 AM   #5
Atlanta
Brakeman
 
Atlanta's Avatar
 
Join Date: Apr 2019
Location: Lübeck
Posts: 156
Visibility onto longest distances were the cause for such high poles.

At the Ahrensburg RR Station was alongside the RR Tracks coming from North a long curve with trees and bushes onto both sides of tracks inside town.
In south direction a few road bridges acrossing the RR tracks behind station.

Ahead the most of the RR Stations between Luebeck and Hamburg a similar station desighn scheme had similar equipment ahead the stations, too. The stations built from 1864 to 1865 the RR line opened in 1865 as single track line. In 1873 started to lay the second track and in 1875 the double track line opened their duty.
In later years followed more station tracks to merge some station capacy.
In 1907 the new Juedel Signalling Semaphores and Interlocking were available onto full length of RR Line.
Most Stations got more than three tracks past 1906.

The attached photo from around 1870 shows a Borsig Locomotive Works Engine modified by LBE RR. The too short standard turntables made it important to shorten the wheel distances and to set the tender onto a three axle chassis. The tender have similarities to typical Baldwin Style Tenders like the Toolbox and onto top of Tender in the right mounted big Lantern.
Attached Images
File Type: jpg 025_Helsingfors_aeltere_P1_1571805484955.JPG (80.7 KB, 5 views)
Atlanta is offline   Reply With Quote
Old 10-23-2019, 01:18 AM   #6
Atlanta
Brakeman
 
Atlanta's Avatar
 
Join Date: Apr 2019
Location: Lübeck
Posts: 156
Hey Ya'll,

about Railroad Headlight Signalling onto Single and Double Line Routes:

Falschfahrt means wrong track use than using the right track traffic.

Zugfolgefahrt mean Train Following in shorter Distance without train into other direction onto single track lines, up to three trains per block were possible standard practise.
The third middle headlight above the smokebox onto bottom of smokestack became important.
The firsrst and following train used green lenses or flags onto middle headlight position.
The last train used three white lights. End of train signalling showed one red and green lense to the back and one red and green lense to the front.

Shunting signals showing diffences to Falschfahrt signalling.

In cause of danger (Stoerung) a violette lense had been used pre 1910 and an orange/amber lense past 1910.

Normalfahrt is the standard use.
A third headlight was not a must have but when engines were equiped with third lantern than it needed to be used by darkness.

One RR in Switzerland the BLS RR is allready using such colourfull railway signalling without changes since era 1.
Atlanta is offline   Reply With Quote
Old 10-23-2019, 01:29 AM   #7
Atlanta
Brakeman
 
Atlanta's Avatar
 
Join Date: Apr 2019
Location: Lübeck
Posts: 156
Real Modell has got some different Signal Kits of prussian or danish or signals from Switzerland.
The danish signals were popular in Prussia and Mecklenburg, too to show Signal Arms for both directions.
The Juedel Signals became popular from 1892 and later.
A RR Comission found out in 1870 that the third arm of a semaphore would be not needed but a prussian engineer wanted it from 1892 and later. The third arm begun to be removed past 1927 or by renewing such signals. Inside signal rule books the third arm was resistant until era 4 in the 1970's.

Ya Ingo
Atlanta is offline   Reply With Quote
Reply



Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)
 
Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump


» Visit These Sites:
LGB World

Or Our European Train Website ModelRailForum




All times are GMT -5. The time now is 03:30 PM.


Powered by vBulletin®
Copyright ©2000 - 2019, Jelsoft Enterprises Ltd.
vBulletin Security provided by vBSecurity v2.2.2 (Pro) - vBulletin Mods & Addons Copyright © 2019 DragonByte Technologies Ltd.