Double ended Type G signals

[Ed Kapuscinski]

Jesse's signal bridges got me planning the signals for the new NCR.

I realized I have a spot or two where I have intermediates that will be Type Gs (the triangles).

I plan on using Atlas models for the places I'll need them. I figure they'll be a nice "modern contrast" to the PRR Position Lights elsewhere on the layout.

But here's the question: does anyone know how frequently the double ended style were used? I'm specifically thinking PC/Conrail, but I'm curious about in general too.

[ Guests cannot view attachments ]

[Mark5]

I always thought those came to PC/Conrail via NYC. I could be wrong!

[dem34]

I see the double type mostly around some of what I presume to be former LV branches.*And can't source it but I remember somewhere mentioning CNJ had a similar use of the arrangement. In fact I'm almost positive the Atlas one is based on a Type G that's right next to the Stelton Rd crossing in Piscataway. Presuming theirs a couple along the Port Reading Secondary which is still CSAO.

[daniel_leavitt2000]

There are a few up here on the Boston line, but these were installed in the mid 90's. Prior to this, Conrail was using mostly B&A era searchlight signals.

[cv_acr]

I would guess mostly double 2+ main track?

Usually it was because of an obstructing track to the right. When there was 2 main tracks would often have intermediates out to the sides rather than bridge structures, so the opposing signals would be back to back like this.  Or if the line was reduced to single track, the existing masts next to the remaining track would be used.

Up here in Canada it used to be uncommon to have signals to the left of the track - rules required signals to be placed to the right of the track, and employee timetables would specifically call out any exceptions. That may be slightly relaxed now, or just documented differently (and I don't have access to modern employee timetables and track diagrams of territories...)

[cv_acr]

I would guess mostly double 2+ main track?

[not specifically going off PRR/PC/CR practice] Usually it was because of an obstructing track to the right. When there was 2 main tracks would often have intermediates out to the sides rather than bridge structures, so the opposing signals would be back to back like this.  Or if the line was reduced to single track, the existing masts next to the remaining track would be used.

Up here in Canada it used to be uncommon to have signals to the left of the track - rules required signals to be placed to the right of the track, and employee timetables would specifically call out any exceptions. That may be slightly relaxed now, or just documented differently (and I don't have access to modern employee timetables and track diagrams of territories...)

[DKS]

This website may be of some help.

https://railroadsignals.us/signals/trilights/index.htm

[Hiroe]

There's still gobs of these all over septa territory, including all the signals on the Airport line (starting with the one on the corridor under the CSX bridge at 58th street, right at the foot of the R1 flyover).