Railway signal

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Not to be confused with the signals along roadways at level crossings.
This article is about physical railway signal devices. For the principle of railway signalling, see
railway signalling.

Swedish combined main and dwarf signal mounted on a post, displaying "Stop"

Post mounting

When a single track is involved, the signal is normally mounted on a post or mast

Swedish combined main and dwarf signal mounted on a post, displaying "Stop"

Post mounting

When a single track is involved, the signal is normally mounted on a post or mast
Semaphore signals (Germany)
Colour-light
(Great Britain)
signals
Two common types of signal. In both cases, the left signal shows "danger".

A signal is a mechanical or electrical device erected beside a railway line to pass information
relating to the state of the line ahead to engine drivers (engineers in North America). The driver
interprets the signal's indication and acts accordingly. Typically, a signal might inform the driver
of the speed at which the train may safely proceed or it may instruct the driver to stop.

Contents
 1 Application and positioning of signals
 2 Aspects and indications
 3 Signal forms
o 3.1 Mechanical signals
o 3.2 Colour light signals
o 3.3 Position light signals
o 3.4 Colour-position signals
 4 Signal mounting
o 4.1 Post mounting
o 4.2 Gantry mounting
o 4.3 Ground mounting
o 4.4 Other
o 4.5 Filaments
o 4.6 Lamp proving
 5 Control and operation of signals
 6 Cab signalling
 7 Signalling power
 8 See also
 9 References
 10 Notes
 11 External links

Application and positioning of signals

Main article: Application of railway signals
The additional lights on Japanese signal 10 show that the points are set for the left route at the
next junction.

Originally, signals displayed simple stop or proceed indications. As traffic density increased, this
proved to be too limiting and refinements were added. One such refinement was the addition of
distant signals on the approach to stop signals. The distant signal gave the driver warning that he
was approaching a signal which might require a stop. This allowed for an overall increase in
speed, since train drivers no longer had to drive at a speed within sighting distance of the stop
signal.

Under timetable and train order operation, the signals did not directly convey orders to the train
crew. Instead, they directed the crew to pick up orders, possibly stopping to do so if the order
warranted it.

Signals are used to indicate one or more of the following:

 That the line ahead is clear (free of any obstruction) or blocked

 That the driver has permission to proceed
 That points (also called switch or turnout in the US) are set correctly
 Which way points are set
 The speed the train may travel
 The state of the next signal
 That the train orders are to be picked up by the crew
Some signals can convey large amounts of information. These German signals show that the
train should advance (green light), the speed limit past this signal is 60 km/h (top yellow light +
top number plate), the speed limit will be reduced to 30 km/h ahead (yellow illuminated
indicator), and - at that specific station - that the train is entering a stub track and should slow
accordingly (double yellow lights at the bottom).

Signals can be placed:

 At the start of a section of track

 On the approach to a movable item of infrastructure, such as points or switches or a
swingbridge
 In advance of other signals
 On the approach to a level crossing
 At a switch or turnout
 Ahead of platforms or other places that trains are likely to be stopped
 At train order stations

'Running lines' are usually continuously signalled. Each line of a double track railway is
normally signalled in one direction only, with all signals facing the same direction on either line.
Where bidirectional signalling is installed, signals face in both directions on both tracks
(sometimes known as 'reversible working' where lines are not normally used for bidirectional
working). Signals are generally not provided for controlling movements within sidings or yard
areas.

Aspects and indications

A British lower-quadrant semaphore stop signal with subsidiary arm below

Signals have aspects and indications. The aspect is the visual appearance of the signal; the
indication is the meaning.[1] In American practice the indications have conventional names, so
that for instance "Medium Approach" means "Proceed at not exceeding medium speed; be
prepared to stop at next signal". Different railroads historically assigned different meanings to
the same aspect, so it is common as a result of mergers to find that different divisions of a
modern railroad may have different rules governing the interpretation of signal aspects.

A Finnish distant signal at the western approach to Muhos station is displaying Expect Stop. In
the background, express train 81 is pulling away from the station.

It is important to understand that for signals that use coloured aspects, the colour of each
individual light is subsumed in the overall pattern. In the United States, for example, it is
common to see a "Clear" aspect consisting of a green light above a red light. The red light in this
instance does not indicate "Stop"; it is simply a component of a larger aspect. Operating rules
normally specify that when there is some imperfection in the display of an aspect (e.g. an
extinguished lamp), the indication should be read as the most restrictive indication consistent
with what is displayed.
Signals control motion past the point at which the signal stands and into the next section of track.
They may also convey information about the state of the next signal to be encountered. Signals
are sometimes said to "protect" the points or switches, section of track, etc. that they are ahead
of. The term "ahead of" can be confusing, so official UK practice is to use the terms in rear of
and in advance of. When a train is waiting at a signal it is "in rear of" that signal and the danger
being protected by the signal is "in advance of" the train and signal.

A distinction must be made between absolute signals, which can display a "Stop" (or "Stop and
Stay") indication, and permissive signals, which display a "Stop & Proceed" aspect. Furthermore,
a permissive signal may be marked as a Grade Signal where a train does not need to physically
stop for a "Stop & Proceed" signal, but only decelerate to a speed slow enough to stop short of
any obstructions. Interlocking ('controlled') signals are typically absolute, while automatic
signals (i.e. those controlled through track occupancy alone, not by a signalman) are usually
permissive.[verification needed]

Drivers need to be aware of which signals are automatic. In current British practice for example,
automatic signals have a white rectangular plate with a black horizontal line across it. In US
practice a permissive signal typically is indicated by the presence of a number plate. In the
Australian states of New South Wales, Victoria and South Australia, as well as New Zealand, a
permissive signal has the lower set of lights offset (usually to the right) from the upper lights; in
Victoria and New Zealand, an absolute signal displaying a red or white "A" light is also treated
as a permissive signal.[2] Some types of signal display separate permissive and absolute stop
aspects. In Germany, the rules which apply to the respective signal are indicated by a vertical
plate on the signal's post (Mastschild).[3]

Operating rules generally dictate that a dark signal must be interpreted as displaying its most
restrictive aspect (generally "Stop" or "Stop and Proceed").

Signal forms
Signals differ both in the manner in which they display aspects and in the manner in which they
are mounted with respect to the track.

Mechanical signals

Main article: Railway semaphore signal

Mechanical semaphore signals at Kościerzyna in Poland

A British semaphore signal at Chartham, Kent on the former Southern Region of British
Railways

The oldest forms of signal displayed their different indications by a part of the signal being
physically moved. The earliest types comprised a board that was either turned face-on and fully
visible to the driver, or rotated away so as to be practically invisible. These signals had two or at
most three positions.

Semaphore signals were used by Napoleon's army (when coupled with telescopes); later, they
were adopted by the railways. They were patented in the early 1840s by Joseph James Stevens
and soon became the most widely used form of mechanical signal, although they are now rapidly
decreasing in number and a mere handful remain in U.S. railroad service. The semaphore arm
consists of two parts: An arm or blade which pivots at different angles, and a spectacle holding
coloured lenses which move in front of a lamp in order to provide indications at night. Usually
these were combined into a single frame, though in some types (e.g. "somersault" signals in
which the arm pivoted in the centre), the arm was separate from the spectacle. The arm projects
horizontally in its most restrictive aspect; other angles indicate less restrictive aspects.
Semaphores come in "lower quadrant" and "upper quadrant" forms. In lower quadrant signals,
the arm pivots down for less restrictive aspects. Upper quadrant signals, as the name implies,
pivot the arm upward. Either type may be capable of showing two or three indications depending
on the application. For example, it was common in the United States for train order signals to
point the arm straight down to indicate "Proceed." Many British Railway companies, most
notably three of the "Big Four" (the London North Eastern Railway, the London, Midland and
Scottish Railway and the Southern Railway), favoured the upper quadrant design since any fault
in the mechanical linkage would naturally return the signal to the "danger" or "stop" position.
The Great Western Railway, however, preferred lower quadrant signals, which use a heavy
balance weight to achieve the same essential "default to danger" by counterbalance.[4] Semaphore
signals are always "pulled off" (i.e. clear) by the signalman so that any mechanical failure will
return them to danger.

The colour and shape of the arm is commonly varied to show the type of signal and therefore
type of indication displayed. A common pattern was to use red, square-ended arms for "stop"
signals and yellow "fishtail" arms for "distant" signals. A third type with a pointed end extending
outward (in the opposite direction from the fishtail shape) may indicate "proceed at restricted
speed after stopping" (and indeed, stopping itself is often waived for heavy freight ("tonnage")
trains already moving at slow speed).

The first railway semaphore was erected by Charles Hutton Gregory on the London and Croydon
Railway (later the Brighton) at New Cross, southeast London, in the winter of 1842–1843 on the
newly enlarged layout also accommodating the South Eastern Railway. The semaphore was
afterwards rapidly adopted as a fixed signal throughout Britain, superseding all other types in
most uses by 1870. Such signals were widely adopted in the U.S. after 1908.

Initially, railway semaphores were mounted on the roof of the controlling signal box, but
gradually a system of wires and pulleys controlled through mechanical linkages was developed
to control the signals at a distance. Signal boxes became controllers of interlockings, and came to
be known as interlocking towers or simply signal towers in the United States, while retaining the
name "signal box" in the United Kingdom. The signals protecting the station itself came to be
called home signals, while signals some distance away giving advance warning came to be called
distant signals.

Mechanical signals may be operated by electric motors or hydraulically. The signals are designed
to be fail-safe so that if power is lost or a linkage is broken, the arm will move by gravity into the
horizontal position. For lower quadrant semaphores, the positioning of the spectacles and their
housing on the opposite side of the pivot to the arm will force the signal to return to danger - the
arm itself is relatively light compared to these.

In the U.S., semaphores were employed as train order signals,[5] with the purpose of indicating to
engineers whether they should stop to receive a telegraphed order, and also as simply one form
of block signalling. Mechanical signals worldwide are being phased out in favour of colour-light
signals or, in some cases, signalling systems that do not require lineside signals (e.g. Radio
Electronic Token Block or RETB).
Colour light signals

Network Rail (UK) two-aspect colour light railway signal set at 'danger'

German railway signals showing aspect Hp0 (Stop)

The introduction of electric light bulbs made it possible to produce colour light signals which
were bright enough to be seen during daylight, starting in 1904. These at first were "short-range"
signals, used in low-speed applications. Improvements in signal glassware by Dr. Churchill of
Cornell University in conjunction with Corning Glass Works (Corning, New York) increased the
daylight viewing range to that of "medium-range" signals. These were quickly adopted by many
U.S. rapid transit and trolley (street, light) railway systems. Ultimately, by 1913, Dr. Churchill
developed the "doublet lens" combination wherein an outer clear Fresnel lens was sealed with
inwards facing ribs to an inner glass of the desired colour with ribs facing the outer lens. Both
inner and outer exposed surfaces were therefore smooth, avoiding dirt accumulation. The inner
lens convexity permitted a 35-watt, 10-volt lamp filament to be almost surrounded by this
system, gathering much more of the light produced than with previous systems. This yielded the
first true "long-range" daylight signal with a range of over 760 metres (2,500 ft) under bright sun
conditions. The first application was by the Chicago, Milwaukee, St. Paul and Pacific Railroad's
use of the US&S "Style L" colour light signal on their line through the Pacific Northwest in
1914. These were intentionally fitted from the start with two lamps - one ahead of the other -,
with a circuitry that assured that the failure of the main lamp caused the lighting the back-up
lamp. The final improvement came in the early 1920s with Corning's "High Transmission" glass
colours, increasing this range to 1,100 metres (3,500 ft) under bright sun conditions. The results
were that in the U.S., all semaphore manufacturing had ceased by 1944.

Railway signal in Ploiesti West railway station, Romania. This type of signal is based on the
popular OSShD regulated signal types, met in most of the former Eastern Bloc countries. This
type is called BLA (Bloc de Line Automat/Automated Line Block). The aspect shown is yellow,
meaning that the train must stop at the next signal

The signal head is the portion of a colour light signal which displays the aspects. To display a
larger number of indications, a single signal might have multiple signal heads. Some systems
used a single head coupled with auxiliary lights to modify the basic aspect.

Colour light signals come in two forms; both were developed in the first quarter of the 20th
century in the U.S. The most prevalent form is the multi-unit type, with separate lights and lenses
for each colour, in the manner of a traffic light. Hoods and shields are generally provided to
shade the lights from sunlight which could cause false indications; coloured Fresnel lenses are
used to focus the beam, though reflectors are often not used, to prevent false indications from
reflected sunlight. The lights may be mounted vertically or in a triangle; usually green is on top
and red at the bottom. Signals with more than three aspects to display generally have multiple
heads to display combinations of colours.

Mechanism of a searchlight signal made by Union Switch & Signal, with the lamp and reflector
removed to expose the coloured roundels
Searchlight signals were the most often used signal type in the U.S.[6] until recently, although
these have become less popular due to vandalism. In these, a single incandescent light bulb is
used in each head, and either an A.C. or D.C. relay mechanism is used to move a coloured
spectacle (or "roundel") in front of the lamp. In this manner, gravity (fail safe) returns the red
roundel into the lamp's optical path. In effect, this mechanism is very similar to the colour light
signal that is included in an electrically operated semaphore signal, except that the omission of
the semaphore arm allows the roundels to be miniaturized and enclosed in a weatherproof
housing. An elliptical reflector focuses the lamp through the roundel, a small lens and then a
larger single or compound lensing arrangement is employed.[7] The Hall Signal Company first
produced this type of signal in 1920, having purchased the patent rights from one Mr. Blake in
1918. US&S bought the Hall Company in 1925 thus naming this signal the Style "H," with the
later compound lens version (introduced in 1932) referred to as the Style "H-2." The General
Railway Signal Company's versions were known as the "Type S, SA, SA-1 and SC", the last
having a sequential operating mechanism that could be used to directly replace motor-operated
semaphores without any changes in system wiring.

The viewing angle for the searchlight beam, though narrow, is enormously powerful. Initial
range was in excess of one mile and that was in 1918. Deflecting cover glasses are used to give a
spread of the indication on non tangent track as needed. Again, to display more than three
aspects, multiple heads are used as is standard U.S. practice, that of A.H. Rudd's 1915 "Speed
Signalling System." Searchlight signals have the disadvantage of having moving parts which
may be deliberately tampered with. From World War II onward, they were widely used in the
U.S. for new work until the last fifteen to twenty years when vandalism began to render them
vulnerable to false indications.

However, in some other countries, such as on the Italian railways (FS) as from the Regolamento
Segnali, they are still the standard colour light signal albeit with new installations being as
outlined below.

A variant of the above, a "medium-range" single lens signal, is the "Unilens" signal made by
Safetran Systems Corporation. This uses a single-lens system, fed by three or four individual
halogen lamps with parabolic reflectors behind them. These lamps shine through the same
coloured roundels used in searchlight signals into individual fibre-optic elements, which are
rolled together as sheets to make a solid cable as it were at the focal point of the lens assembly.
This makes it possible to show four different colours (usually red/yellow/green/lunar white) from
a single signal head, which is not possible for the traditional searchlight mechanism, nor is it
necessary. The marginal medium-range aspect of this signal is often somewhat compensated by
the use of the illumination of two red lamps simultaneously lit to improve visual range. Current
consumption of this arrangement would have been prohibitive during the 20th century, when
most signals were battery powered.

More recently, clusters of LEDs have started to be used in place of the incandescent lamps,
reflectors and lenses. These use less power and have a purported working life of ten years, but
this may not in reality be the case.[8][9] These are often arranged so that the same aperture is used
for whichever colour light is required, but again only for medium- or short-range use as the
number per colour of discrete LEDs is much less than found on high signals intended for long-
range application.

Operating rules generally dictate that a dark signal be interpreted as giving the most restrictive
indication it can display (generally "stop" or "stop and proceed"). Obviously this greatly impedes
traffic until repairs are made. Therefore, many colour light systems have circuitry to detect
failures in lamps or mechanism, allowing the signal to compensate for the failure by displaying
an aspect which, while more restrictive than that set by the dispatcher or signalling equipment,
still allows traffic to pass; for example, if a green lamp is burned out, but the indication to be
displayed is "clear", the signal can detect this and display a cautionary aspect using a different
lamp or lamps, allowing traffic to proceed at reduced speeds without stopping.

In the UK, most filament-type colour light signals are equipped with lamps having two filaments.
When the main filament fails, the auxiliary filament automatically comes into use. Failure of the
main filament is indicated to the technician (but not the signalman), who will then arrange for the
lamp to be replaced. Failure of both filaments, resulting in a 'dark' signal, is indicated to the
signalman, inside the signal box; also, the previous signal may also be restricted to no more than
a yellow warning aspect.

Position light signals

PRR position light signal

A position light signal is one where the position of the lights, rather than their colour,
determines the meaning. The aspect consists solely of a pattern of illuminated lights, which are
all of the same colour (typically a lemon yellow colour on mast signals with a frosted white on
the dwarfs in U.S. service, colour having been added on the N&W, now Norfolk Southern's,
position lights). In many countries, small position light signals are used as shunting signals,
while the main signals are of colour light form. Also, many tramway systems (such as the Metro
of Wolverhampton) use position light signals.

On the Pennsylvania Railroad (PRR) as on other railroads, initial efforts were made to replace
the semaphore with illumination of the position of the blade rather than by colour lamps alone.
Lamps with inverted half toric optic lenses, covered with a light yellow tinted conical cover glass
with a frosted tip to avoid phantom indications were displayed in rows of three, corresponding to
the positions of a semaphore blade. Multiple signal heads were used at interlockings for "Speed
Signaling" purposes. The PRR chose to use their Superintendent of Signaling, A.H. Rudd's, in-
house yet scientifically developed position light signals (as well as his "Speed Signaling" system
of aspects and indications) to both replace the semaphores and their moving parts, also because
the intense lemon yellow light provided superior visibility in adverse weather conditions such as
rain or fog. The earliest installation of position lights used rows of four lamps in an offset
fashion, much as with the upper right hand three position semaphore. The first installation of the
four 5-volt, 10-watt lamp position light signals occurred on the Main Line between Philadelphia
and Paoli, in conjunction with the 1915 electrification. These first signals differed from the later
ones in that the lamps were mounted separately in front of a tombstone-shaped black painted
metal backing. There were found issues with wind damage due to the rather larger "sail area" of
the "tombstone backing." Soon thereafter, the lamps were reduced in number to three per row,
without adversely affecting long-range indication comprehension and the background as it is
called correspondingly reduced in size and mounted as a disc. The lamp units and background on
a mounting system known as a "spider," were integrated into a single unit.

Colour-position signals

A dwarf CPL signal showing "stop". The three lamps above the main head allow "medium" and
"slow" approach indications for the next signal.

A system combining aspects of the colour and position systems was developed on the Baltimore
and Ohio Railroad (B&O) in 1920 and was patented by L.F. Loree and F.P. Patenall. It is similar
to the position light system with the central light removed and the resulting pairs of lights
colored in correspondence to the angle they make: green for the vertical pair, amber for the right
diagonal pair, and red for the horizontal pair. An additional pair, colored "lunar white", may be
added on the other diagonal for restricting indications. Speed signalling is indicated not by
additional signal heads, but by a system of white or amber "orbital" lights placed in one of six
positions above and below the main head. The position above or below indicates the current
speed, while the left-to-right position indicates the speed at the next signal (full, medium, or slow
in both cases). Dwarf signals have the same aspects as full-sized signals. One of the advantages
claimed for the system is that burned-out bulbs produce aspects which can be interpreted
unambiguously as either the intended indication (for the main head) or as a more restrictive
indication (for the orbitals—if only the central head is lit, the indication is either slow or
restricting).
Colour position lights (CPLs) were first installed as a pilot on the Staten Island Railway in New
York City, at the time a B&O subsidiary; they were also applied to the Chicago and Alton
Railroad when the latter was under B&O control, as well as on the B&O itself. With the
disappearance of the B&O into CSX they have been gradually replaced with NORAC color light
signals.

Signal mounting
Lineside signals need to be mounted in proximity to the track which they control.

Swedish combined main and dwarf signal mounted on a post, displaying "Stop"

Post mounting

When a single track is involved, the signal is normally mounted on a post or mast which displays
the arm or signal head at some height above the track, in order to allow it to be seen at a distance.
The signal is normally placed on the engine driver's side of the track.

Gantry mounting

A gantry of British semaphore signals seen from the cab of a steam locomotive

When multiple tracks are involved, or where space does not permit post mounting, other forms
are found. In double track territory one may find two signals mounted side by side on a bracket
which itself is mounted on a post. The left hand signal then controls the left-hand track, and the
right signal the right-hand track. A gantry or signal bridge may also be used. This consists of a
platform extending over the tracks; the signals are mounted on this platform over the tracks they
control.
Ground mounting

Dwarf signal at Utrecht Centraal, Netherlands

In some situations or places, such as in tunnels, where there is insufficient room for a post or
gantry, signals may be mounted at ground level. Such signals may be physically smaller (termed
dwarf signals). Rapid transit systems commonly use nothing but dwarf signals due to the
restricted space. In many systems, dwarf signals are only used to display 'restrictive' aspects such
as low speed or shunt aspects, and do not normally indicate 'running' aspects.

Other

Occasionally, a signal may be mounted to a structure such as a retaining wall, bridge abutment,
or overhead electrification support.

Filaments

Electric lamps for railway signals are often fitted with twin filaments, so that if one burns out,
the other keeps the signal lit. A more complicated version of this, such as in the SL35 lamp, a
filament changeover relay is fitted in series with the first filament, where if the first filament
burns out, the relay drops and lights the second filament. This filament fail relay also activates an
alarm in the signal box.

Lamp proving

When lamps fail, this can result in aspects that are less restrictive (high speed) than when the
lamps are correctly lit. This is potentially dangerous.

For example, in UK practice, if a white "feather" indicator fails, the low speed feather combined
with a green light, which is low speed, becomes a green light on its own, which is high speed. A
lamp proving relay would detect the reduction in current when more than two lamps are not
working in a failed feather indicator, and prevent the green from showing. It can also display an
indication on the signaller's panel.

Due to this possibility, most signals are configured to be failsafe.

For example, using a flashing aspect to display a less restrictive signal. If the relay that controls
the flashing fails, the signal displays a more restricting signal. A flashing yellow, in Canada and
the United States, at least on the top or middle heads if there are more than one lights, means
advance clear to stop (that is, expect the next signal to be clear but not the one after). A solid
yellow means clear to stop (that is, expect the next signal to be stop).[citation needed]

Control and operation of signals

Signals were originally controlled by levers situated at the signals, and later by levers grouped
together and connected to the signal by wire cables, or pipes supported on rollers (US). Often
these levers were placed in a special building, known as a signal box (UK) or interlocking tower
(US), and eventually they were mechanically interlocked to prevent the display of a signal
contrary to the alignment of the switch points. Automatic traffic control systems added track
circuits to detect the presence of trains and alter signal aspects to reflect their presence or
absence.

Cab signalling
Main article: Cab signalling

Some locomotives are equipped to display cab signals. These can display signal indications
through patterns of lights in the locomotive cab, or in simple systems merely produce an audible
sound to warn the driver of a restrictive aspect. Occasionally, cab signals are used by themselves,
but more commonly they are used to supplement signals placed at lineside. Cab signalling is
particularly useful on high speed railways. In the absence of lineside signals, fixed markers may
be provided at those places where signals would otherwise exist, to mark the limit of a
movement authority.

Signalling power

A signal used in the Delhi metro, typical of urban light rail signals
Usually, signals and other equipment (such as track circuits and level crossing equipment), are
powered from a low voltage supply. The specific voltage varies with the country and equipment
used. The reason behind this is that the low voltage allows easy operation from storage batteries
and indeed, in some parts of the world (and previously in many more locations, before the
widespread adoption of electricity), batteries are the primary power source, as mains power may
be unavailable at that location. In urban built-up areas, the trend is now to power signal
equipment directly from mains power, with batteries only as backup.

See also
 Railway signalling
 Train protection system
 Train speed optimization

References
 Armstrong, John (1957). "All About Signals" (Two-article series). Trains Magazine, June
and July 1957.
 Calvert, J.B. "The Origin of the Railway Semaphore." 2007-05-04.
 Kichenside, G. and Williams, A., (1998), Two Centuries of Railway Signalling, Oxford
Publishing Co., ISBN 0-86093-541-8
 Vanns, M.A., (1995), Signalling in the Age of Steam, Ian Allan, ISBN 0-7110-2350-6

Notes
1.

 "RAILROAD SIGNALS of the U.S." Railroad Signals.

  "New Zealand Signal Classification". Hutt Valley Signals. 29 December 2012. Retrieved 7
March 2013.
  Meyenberg, Wolfgang (2017-02-17). "Post Plates". sh1.org.
  Kingsley, S. (1979). The Hornby Book of Trains. Hornby Railways. p. 122.
  Calvert, J.B. "Train Order Signals." Railways: History, Signalling, Engineering. 2004-08-
10.
  "Railroad Signals, Safely Keeping Trains On The Move". American Rails.
  Railway Signal Site. "US&S Searchlight Signal H and H2 Styles." Accessed 2011-09-11.
  "Railway Signal". Engineered LED Solutions.

9.  "MBTA LED Signal Lights Saves $1.17 Million". Engineered LED Solutions.

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