METRA is the first of the Western railroads that I will be examining and as I have mentioned before Western roads like weak route signaling. METRA is no exception and he lacks even the light dusting of speed signaling that UP and BNSF have incorporated over the years. While it is not the most bland and boring set of signal rules we will look at, it is pretty close. So anyway without further adoo here is a 1997 METRA signaling chart for the Rock Island district, but is also the same the signals used on the Electric District.
|A 4-banger that doesn't look like ass!|
|Y/Y and four lamps lower heads. Having your cake and eating it two.|
So when I said that METRA has two and a half lines that is because the MILW division is currently owned by Canadian Pacific. However the section between Union Station and Tower A-5 is maintained and owned by METRA. CP does not have a *Y* Advance Approach in it its signal ruleset, but as you can see in the above video there is a yellow flashing away at Tower A-3 interlocking.
Anyway you can read the signal chart just as easily s I can and that's pretty much it. I never promised that BNASS would always be exciting :-P Oh wait, I should mention that METRA does use a couple of position lights left over from when the PRR Panhandle trains came in to Union Station from the north and west.
They work pretty much as you would expect substituting positions for colors which is made easier due to the prevalence of Restricted speed diverging moves. Position lights are located at the still US&S Model 14 controlled Tower A-2 and the famous Racine St signal bridge at MORGAN ST interlocking (remote Tower A-2).
Other unique METRA signals include these split track bracket masts at La Salle St station.
Along with these two lamp faux-SA style dwarf signals. Both examples of early 1980's products from General Railway Signal.
There is also a 15 mile section of cab signaling on the Rock Island line between Blue Island Tower and UD Tower on Joliet, but that's a story for a different time.