Access by train/transit:
Camden Station - MARC Commuter Rail
Penn Station - Amtrak and MARC
This section covers signals of the Baltimore Light Rail system.
The Baltimore Light Rail System uses a variety of signal styles to convey information to the
operators. Depending on the type of information they are trying to convey,
and where they are, they might use "standard" 3 color light signal, a position
bar signal (modified "hand/man" type signal with semaphore bars), or Pennsy
style dwarf position lights. Also in use are horn, bell, and hand
signals. All references come from an 8/18/94 manual given to me when I
came onboard in January of 1995.
Comments I have added to what is in the manual are in GREEN.
Websites and other additional information sources of interest for the area: http://www.trainweb.org/oldmainline/
Extremely detailed and well done railfan tours of (mostly) former B&O routes in
and around Maryland
The standard three color light signals
are used in ABS territory, generally, north of the North Avenue station, and
south of Camden station. You have to notice the departure from standard
railroad practice, with green being on the bottom, like standard auto traffic
signals. When I worked at the MTA, the reason I heard for this was, "It's
what the operators are used to, and we don't want to confuse them". After
all, the light and heavy rail operators are bus drivers who have enough
seniority to "pick" into those divisions, and they are generally not the
brightest. With that said, only two signals convey any sort of speed
information: clear and restricting.
Now that the Light Rail runs with ATC,
the clear aspect doesn't have a whole lot of meaning, since the train
automatically limits itself to the MAS.
What follows are scans from the Light Rail rulebook and safety guide I was given
when I went to work for them in 1995.
Rule 4.4.1 - Stop Signal
Name: Stop Signal
This spot is where the track used to go to double track in Riderwood, kinda under the 695 Beltway -
looking in the direction of the picture, north. During the winter, I can
see the two signals at this location from my house. There is also a
crossover here, that's why there is a call button box in front of the
signal. The sister crossover is on the other side of the highway
overpass. A sub-station is also at this location, on the other side of the R-O-W.
Rule 4.4.2 - Approach
Indication: Proceed, prepared to stop at the next signal
With the advent of Automatic Train Control that came along with the double
tracking projects in the north and south sections, I have noticed that this
aspect appears rarely unless a crossover is aligned for that operation.
Currently, when a train passes an automatic signal, it will stay red until
the route is cleared by the system logic with an approaching train.
Rule 4.4.3 - Clear
Indication: Proceed at MAS
Rule 4.4.4 - Restricting
Aspect: Red over Yellow
Indication: Proceed at Restricted Speed until entire
train has passed a signal displaying a more favorable aspect.
Note: There were two signals at the North Avenue Shops that conveyed
Restricting, both were southbound signals located next to the
shops. The signals are for traffic going into North Avenue.
On a visit to the shops over the summer of 2005, I noticed the southbound
signal on the northbound side was gone, probably as a result of the double
tracking project, where trains would only have to be on "the other side"
in the event of an emergency.
This is the lone signal remaining at the shops that displays Restricting. Notice
how the signal is mounted to the top of the wall because of the tight
clearance thru this section.... the shops are behind us to the right.
The only other signal I am aware of that displays restricting is down at the
Hamburg St station, now the Federal Hill station. Thanks to Steve Okonski
for pointing this out to me, for some reason, I never noticed the indication
going thru the station.
Looking south at Hamburg St, photo courtesy Steve Okonski.
Rule 4.4.5 - Conrail Restricting Diverging
Aspect: Red over Lunar "S"
(Lunar signal with a black "S")
Name: Conrail Restricting Diverging
Indication: Switch lined for Conrail Branch. Conrail trains or engines proceed at restricted
speed. CLRL Trains: Stop, call Light Rail Control for instructions.
(Note: these signals were supposed to be at Conrail interlocking at signal S122-6, and
Woodberry Interlocking signals S178-2 and S178-4). I never did see them in use.
Automatic Block Signals (ABS) limits on the North Line are between a point
about 700 feet north of the North Avenue station and the Timonium
station. South Line limits are between Camden station and the Dorsey
Terminal. Limits are identified by wayside signs on the right-of-way and
listed in the schedule. Each interlocking in ABS territory has a home
signal for each track and approach signals for the normal direction of
traffic. There are intermediate signals at the block boundaries on the
single track and on the normal direction of traffic in the double track.
The signals are three-color lighted mainline railroad signals mounted on masts
with concrete foundations.
The signal aspects are controlled by
(1) track circuits providing continuous train detection, (2) route setups at the
power operated interlocking, (3) electric locks and switch point controllers on
freight sidings and hand-throw point controllers on freight sidings and
hand-throw cross-overs, and (4) derails, installed on selected freight
sidings. Safe train movements are assured by vital relay logic in the
wayside signal equipment housings. Trip stops are installed at the normal
approaches to interlocking which will invoke a non-retrievable emergency stop
should a train run past the red home signal.
My notes to the above:
Needless to say, those familiar with the system will note that the above description is dated. In
the late 90's before I left, they had completed the extension to Hunt Valley,
and the braches to the airport and Penn Station. In 2004, double tracking
of the south section was completed, and by November 1st, 2005, double tracking
was complete on the north end to Timonium.
Because of two accidents of trains coming into BWI Airport during 2002,
the MTA put into place a really dumb method of speed control, using a
series of switches the operators had to actuate as they crawled into the
station. If one of the switches was missed, or they were sequenced to
quickly, the trip stops would be activated, bringing the train to a halt.
This system was replaced by ATP when the line was double-tracked.
With the double tracking
project, came ATP (automatic train protection), which has done away with the
trip stops at interlocking points (crossovers and single to double track
points). I haven't been down to BWI Airport lately to see if they have
replaced the manual train control with ATP.
Position bar signals are used mostly where there is the
possibility of conflict with vehicular traffic, where, if they used their
standard train signals in the streets, it would confuse the heck out of
everybody; especially considering the fact that the MTA decided to use the same
orientation as traffic light signals with green on the bottom.
In contrast to the signals used on private right-of-way,
the bar signals operate just like the traffic lights, where they go from "green"
to "yellow" to "red".
I have noticed in one of my pictures that there is also a bar signal just south
of the North Avenue station, on the far side of the North Avenue overpass.
Rule 4.5.1 - Stop
Aspect: Horizontal bar illuminated
(Left picture shows what happens when one of the bulbs burn out)
Rule 4.5.2 - Caution
Aspect: Diagonal bar illuminated
Indication: Sound bell and proceed on sight
Not too many operators will proceed with this aspect, as it is the same as a yellow traffic light,
indicating to the operator that the signal is getting ready to change to red.
Rule 4.5.3 - Proceed
Aspect: Vertical bar illuminated
Indication: Sound bell and proceed on sight
Aspect: 2 Horizontal lights illuminated
Name: Route Indicator - Stop
Indication: Stop, Switch not aligned for forward movement
This signal is at North Avenue, on the northbound
track. Sitting high atop a pole, it's purpose is to inform the operator if
the switch ahead is aligned to go straight or diverge into the yard. This
signal indicates the operator can not proceed, either because the switch is "in
between", or, in the case of the northbound signal at Mt. Royal, a southbound
train is coming "out of the hole" at Penn Station, which will be crossing the
northbound track to get into Mt Royal.
Rule 4.6.2 - Route Diverging
Aspect: 2 Diagonal lights illuminated
Name: Route Indicator - Diverging
Indication: Proceed on sight through turnout (diverging) route
Rule 4.6.3 - Route Straight
Aspect: 2 Vertical lights illuminated
Name: Route Indicator - Straight
Indication: Proceed on sight, on through route
This signal is at Camden Yards, on the southbound
track, prior to coming into the station. The signal indicates the switch
is aligned for a straight move. If it was on the diagonal, the switch
would be aligned for the pocket track.
These signals are placed prior to a grade crossing. When the crossing gate
circuit is activated, the signal will start flashing, indicating to the operator
that the crossing gate circuit is working and the gate is in the process of
coming down. When the gates get to their "full down" position, the light
will stop flashing and be on "steadily". Operators are supposed to stop
the train if the signal is not steady by the time they get to the grade
crossing, but I don't know if this has ever happened, or if the operator is
paying attention enough to carry out the rule in time.
Aspect: Flashing Lunar
Name: Crossing Gate Indicator
Indication: Proceed. Crossing gate activated. Be prepared to stop at grade crossing.
(To me, "Proceed" and "Be Prepared to Stop" convey different
meanings, I think this was an oversight by whomever wrote the rules :-).
(a succession of short sounds). To be used when an emergency exists, warning
to persons on or about the track, or approaching a train stopped on adjacent track.
Approaching highway grade crossings unless otherwise designated (used mostly at the yard entrance crossing).
c. -- -- o --
Approaching designated grade crossings. (most of them).
Answer to any hand signal. Before moving forward in yard or within yard limits.
Before moving backward.
Unnecessary or excessive use of the horn is prohibited.
(Note: When I worked there (1995-1998), some modifications were made to the above rules. Because of
neighborhood pressure, they only blow the horn once at Bellona Ave. in
Lutherville (freights still blow normally). The horn was not used in the
yard unless an emergency was imminent (like when an MOW truck didn't see me
coming out of the shop from 4N and almost hit me).
a. To acknowledge a hand signal (this rule was never enforced).
b. Before moving forward (as above in 4.1.1.d).
c. When reversing (as above in 4.1.1.e).
d. When passing through stations (keep bell ringing till you leave the station).
e. When approaching persons on or about the track.
f. At locations where vision is obscured.
(This rule came into play especially when you were
shunting a car thru the yard, and you were going down a track that had cars on
both sides of you, thereby preventing someone walking cross the tracks from
seeing you coming.)
In the absence of a warning bell on the lead car of a train, horn signals should be used.
Hand signals used by Light Rail are standard railroad hand signals.
A note about backing up: Only in rare instances would the MTA allow a vehicle to
be backed up. The shop was one place, but you needed someone to watch and flag for
you. In the yard or out on mainline, the rules stated you needed to go to
the far end of the train and do your "backing up" as a forward movement, so you
could see what's in front of and around you.
At the grade crossing in Timonium, is this unique "second train coming"
sign. It was designed way back in the early 90's, by then Systems foreman
Vern Hartsock. If the crossing gate circuits detect a second train
within its limits, it will activate the sign, hopefully, to keep people from
going around the crossing gates after the first train has come by, and the gates
remain down (and people think the gates should be going up).
As of 2021, the signal/sign is still in operation.... I
guess I should go get some newer (and better) pictures, huh?
The Baltimore Light Rail System has designed some pretty fancy NO-TURN
signals, where they don't want you making a turn, even tho the main traffic
signal is displaying PROCEED (a green light).
I'm not sure if it uses fiber-optics or LEDS, as many of the pictures I took show the signal
in various stages of "lighting-up" -- in the right photo, you can see the tracks
are not illuminated, and in the center photo, there are still a few bits of light showing.
The missing segment in the white arrow, and the "hotspot" on the red circle
probably indicate these are LED type signs.
The use of this type of signal/sign is now commonplace on the entire system.
The first set of pictures is of the signal used at the entrance to Camden Yards
for southbound vehicular traffic on Howard St.
Pictures of the "no left turn" signal at Industry Lane in Cockeysville,
there's a matching no right turn sign on the other side of the intersection,
Notice they re a little simpler, and do not have the yellow track in the sign!:
Here we have some pictures of the one at WB Warren Rd as you approach Beaver Dam
Rd, looks like they have replaced the sign at least once:
I love trains, and I love signals. I am not an expert. My webpages reflect what I find on the topic of the page. This is something I have fun with while
trying to help others.
Please Note: Since the main focus of my two websites is railroad signals, the railfan guides are oriented towards the signal fan being able to locate them.
For those of you into the modeling aspect of our hobby, my
indexa page has a list of almost everything railroad oriented
I can think of to provide you with at least a few pictures to help you detail your pike.
If this is a railfan page, every effort has been made to make sure that the information contained on this map and in this railfan guide is correct. Once in a while,
an error may creep in :-)
My philosophy: Pictures and maps are worth a thousand words, especially for railfanning. Text descriptions only get you so far, especially if you get lost or
disoriented. Take along good maps.... a GPS is OK to get somewhere, but maps are still better if you get lost! I belong to AAA, which allows you to get
local maps for free when you visit the local branches. ADC puts out a nice series of county maps for the Washington DC area, but their state maps do not have the
railroads on them. If you can find em, I like the National Geographic map book of the U.S..... good, clear, and concise graphics, and they do a really good job
of showing you where tourist type attractions are, although they too lack the railroads. Other notes about specific areas will show up on that page if known.
Aerial shots were taken from either Google or Bing Maps as noted. Screen captures are made
with Snagit, a Techsmith product... a great tool if you have never used it!
By the way, floobydust is a term I picked up 30-40 years ago from a National Semiconductor data book, and means miscellaneous
and/or other stuff.
Pictures and additional information is always needed if anyone feels inclined to take 'em, send 'em, and share 'em, or if you have something to add or correct.... credit
is always given! Please be NICE!!! Contact info is here
Beware: If used as a source, ANYTHING from Wikipedia must be treated as being possibly inaccurate, wrong, or not true.