New York Central Railroad: The Railroad Signal - Running the Railroad - CharlieDeanArchives

An overview of railroad signals and related safe working systems used by the New York Central Railroad, as well as the ongoing improvements to the signalling systems due to technological advances in the late 1940's. .
CharlieDeanArchives - Archive footage from the 20th century making history come alive!

[@JugSouthgate]

A good history of how the NYC/GRS did signaling in the 1940s. Much of what is depicted as "modern signaling" is long gone (semaphore signals, inductors, "pistol grip" electromechanical interlocking machines) or are nearly gone (searchlight signals, shelf relays, open-wire line circuits). Yet some things are in wide use today, almost unchanged (switch machines, plug-in relays).Yes, there was a time when major railroads like the NYC not only had in-house public-relations departments but they made movies to be shown to the general public.

[@osrr6422]

I find the background stuff of the old signal systems fascinating. Miles of wire, thousands of relays, hundreds of switches.

[@paul-andrelarose3389]

Excellent video about an essential but often unappreciated matter. In analogy with the human body, the signal system is the nervous system of the railroad, the RTC/controller is its brain and the trackage is its bone structure. 2025/01/12. Ontario, Canada.

[@galenhof3371]

Out checking signal continuity in a suit, tie, and wingtips!

[@BobTheSpiderHunter]

Thoroughly enjoyed this history lesson on signals! Thank you!

[@emdman1959]

Very informative video, thank you for posting.

[@Ken-eh6pf]

Really enjoyed this video and very educational.

[@buddyboy1953]

Great video !!!! Thank you !!!

[@czperiod2576]

What is interesting is that they had automatic train stopping technology in the 1940's (inductors on the rail side would trigger the brakes on a train that ran a signal) yet they say this would take forever to roll out in 2017 with PTC. Wonder how many lives would have been saved by rolling this out in the 1940's...... Ah well, probably cost too much or something.

[@JugSouthgate]

The "automatic train stop technology" you refer to (inductors) would NOT stop a train that ran a signal. All the inductors did was to require that the engineer hit the acknowledging lever when the train passed a signal requiring a speed reduction. There was no absolute-stop enforcement, nor any real speed enforcement. All it really did was make sure that the engineer didn't fall asleep, or miss a signal displaying other than a Clear/Limited Clear/Medium Clear/Slow Clear aspect.PTC is a very different thing.

[@czperiod2576]

Sure about that? From where it is mounted on the tender, the requirement to reset it manually and the fact that it opens the air line to the cars (thus setting all brakes possibly including the engine) I think it would at least be a serious drag.... Sure it's not multi-block control but it would slow down a train that ran a stop block signal.

[@JugSouthgate]

Yes, I'm sure.The intermittent inductive train control system (inductors) as used by the New York Central simply required that the engineer move the acknowledging lever. It DID NOT enforce an absolute stop in any way, nor any real speed enforcement. The business about stopping and resetting was if and only if the engineer failed to acknowledge within a certain time. With the inductor system, a train could go right by a signal displaying Stop Signal without any problem IF the engineer acknowledged.The system also protected against the engineer simply tying the acknowledging lever down. It had to be operated and then released within a certain number of seconds or there would be a brake application. But if the engineer acknowledged as required, the train could proceed past any signal.Don't believe me? Read The Fancy Manual, from GRS, whose system was used all over the Water Level Route.babel.hathitrust.org/cgi/pt?id=coo.31924004137729;view=1up;seq=19

[@czperiod2576]

Right, but my point was that if the engineer was distracted or on a cell phone or whatever the brakes would auto apply. This would have stopped the most recent accident on the BNSF where an engineer ran two signals then plowed into a train at speed. Granted the engineer could choose to override the system, but there is only so much you can do for pure stupid... Thanks for the link, this is interesting stuff. It's fun to see what kinds of things could be done with minimal technology....

[@JugSouthgate]

The important point is that Positive Train Control is much, much more advanced than the intermittent inductive train control system. The inductor system was no more than a reminder system that was easily overridden by simply pushing the acknowledging lever.

[@kleetus92]

Wow... could you imagine someone painting a signal, or MOW equipment today? Yikes...

[@cats0182]

Motion Picture Bureau, NYC RR. That about says it all right there.

[@T-rick]

@9:42 is that union station in Buffalo, NY? What a complex compared to today! Crazy!

[@ccffire6666]

There is a lot of footage of the old Utica New York yards.

[@TexasRailfan2008]

Could you get a link on the google maps on where that yard was or is?

[@jeremymartin6592]

That still is how the trains moved and got there efficiently

[@douglasayers1485]

I like the spotlight signals I have three head

[@kinkisharyocoasters]

5:50 interesting since it means the same as the "double yellow" seen on national rail in the present.

[@jeffcrompton2767]

Everything is done by hand. Irs nice to see that People did take there job seriously. Now its all automated

[@mosaic6225]

isn't there a whole section about automated switches?

[@nonovyerbusiness9517]

Interesting that they used a B&W film to explain the importance of COLOR signal lights.

[@PaulPavlinovich]

Colour film for motion pictures was introduced in the 1940s but were uncommon so that is why this is b&w.

[@120446219]

would like to know the location at 7:34 with the overpass in the backround ...could be near Herkimer New York.

[@JugSouthgate]

It's west of Rochester, east of Coldwater. The signals are searchlights, which means Lines East. The marker plates are 3771 and 3773, corresponding to MP 377. The view is looking east - this is confirmed by the fact that the pole line is to the right, which is the south side of the tracks. Note that the signal heads are staggered on the mast - one is to the right and the other to the left. In those days, this meant that the signal was an automatic signal, not a home signal. (Home signals had all the signal heads in a vertical line, one above the other). You can see the train-stop inductors in the long shot of the cantilever.

[@120446219]

Thank you my smart friend...would love to visit that area now,,,,

[@mosaic6225]

Funny that they snuck in World's Fair footage there

[@mosaic6225]

Also, I'm curious if there are any other photos of old 824 here?

[@buddyboy1953]

Does anyone have knowledge of who is the narrator of this film ??

[@alphaking1994]

Frederick G Beach.

[@douglasayers9991]

there something like the water level route

[@ruffian2952]

The NYC mainline from New York City to Chicago via Albany was grade benign because it followed rivers, ran near the Great Lakes. Hence the marketing slogan Water Level Route. I'm surprised it took 3 years to get an answer.

[@JessyP-u6q]

31 31 31

[@douglasayers9991]

there something like the water level route