[Ted Ferkenhoff]

Barb, thank you for the update on caboose 920. Perhaps you could send us a photo showing the current appearance.

Ted Ferkenhoff
MPHS Digital Archivist

[Ted Ferkenhoff]

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[Ted Ferkenhoff]

Yes, train orders with a clearance card were the authority to occupy the main track. Automatic block signals are a safety overlay, and do not convey authority.

[Ted Ferkenhoff]

Hi John,

Sorry for the delay in response, I am slowly getting caught up with the Forum.

If the signal right at the depot was in the “on” position to get a set of orders what indication would the last signal coming up to the depot be? Would they be interlocked so to speak?

The train order signal was completely separate from the block signalling system. Block signal indications would not give train crews any information regarding the train order signal indication.

in the stretch between Scott City and Na Jct were any of the mainline siding switches directly controlled by the dispatcher or were they all just hand throw with a electric lock box?

In that section, it was all ABS signaling so nothing was controlled by the dispatcher. Siding switches were hand-throw.

Using Eads as an example, if you were trackside looking at the signal just past the east switch and no train for miles on end either direction what would you see for a indication looking at it from both a eastbound and westbound direction or would it even be lit up unless the east or west switch was open or a train was within a certain number of blocks of it?

If “no train for miles” meant no trains within 3 signal blocks either side of the signals being observed, signals in both directions would be green. I do not know if signals on this line were ever converted to being approach-lit, where they would not light up until a train was in an adjacent block.

Ted Ferkenhoff

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