First up is an elderly US&S Model T-2 semaphore signal hanging on out in New Mexico on Amtrak's Southwest Chief route. Normally I would be in the plane flying over, but come June I'll be out on another cross country Amtrak run.
Because they are worked from towers and CTC consoles point heaters count as part of the signaling system. These former Conrail direct burner units were spotted at CP-BETHLEHEM during one of their brief outings during the 2013 season. In areas of heavy snow duct type forced air units predominate, but Conrail always made due with the burner type.
Speed signaling systems tend to get a little hot under the collar when they have a legitimate need to display route information. One such location is the Conrail Lehigh Line where it is used by NJT Raritan Valley Line passenger trains. Gauntlet tracks and a ramp down to the NJT Raritan Line are decidedly freight unfriendly so lunar white marker lights are provided when routes are lined for passenger trains.
Net style gantry of target type color light signals on the Amtrak Shore Line at Old Saybrook doing the Christmas tree thing as a train passes under it.
Even traffic light signals were cool back in the day. Here we see a full two track cantilever on the former Southern main line with an Approach and Approach Diverging displayed in the same direction and a full moon providing a large Restricting indication in the sky.
Twin Restricting indications on the eastbound signal bridge on the former CNW "UP West" main line heading into Proviso Yard. This was the previous eastern limit of the innovating CNW cab signaling without wayside system in service between here and JD tower in West Chicago. The two aspect system used a time based speed control to slow trains from normal speed to 40mph and then restricted speed if the cab signal did not improve back to Clear. The CNW ran trains left handed which explains why the displayed signals are on the "wrong" side of the gantry.
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