From its inception, the Cincinnati Northern was a single track, manual block, and railroad. Trains had priority by right, class and direction. First class trains were superior to second class trains, while second class trains were superior to third class, etc. Class had priority over direction. Northbound trains were superior and had priority over southbound trains of the same class. Class and direction were contained in the timetable. Train orders superceded timetable indications for direction and class.
After acquisition by the Big Four ( CCC&StL), the automatic block system controlled Cincinnati Northern trains on that section of the Big Four from Carlisle Junction to Sharonville Yards. Train crews also were required to recognize signals at towers at crossings controlled by other railroads.
Signals at each depot, or tower, were used as train order signals and controlled movement, The depot signals were semaphore blades, operating in the lower quadrant. This was later changed to an upper quadrant indication. In either case, a horizontal blade refused the block to a train. Trains were prohibited from passing such a signal and the engine was required to stop in advance of such signal, and proceed only when it cleared.
The blades were rounded at the tips, to be consistent with the other lines, as distant signals on tracks controlled by automatic signals had pointed tips and home signals at interlocking plants had flat ends.
A fusee burning between or next to a track required a train to stop, and the engineer to dismount and extinguish the fusee. This was later changed to allow anyone on the head end to extinguish the fusee. When the timetable so indicated, the train did not have to stop for the fusee, but was required to reduce speed to a slow movement not to exceed 15 miles per hour. The train could then proceed at low speed to the next signal.
Trainmen carried lanterns of three colors, White, (clear) Green and Red. The White was all clear, Green was caution and Red was a stop indication. These were later changed to Green, Amber and Red. However, the clear was still used by trainmen to signal instructions to the engineer. The depots had similar lanterns for agents and operators.
Two torpedoes placed on the track, when exploded, indicated there was a train or other obstruction ahead, and required the engineer to reduce to slow speed and be prepared to stop short of any obstruction ahead.
Speed restrictions were issued by train order, as needed, were published on crew bulletin boards or in an appropriate section in timetables.
On August 24, 1916, the New York Central made a radical change in its signal indications, which were as old as the railroad. Because of a number of disastrous accidents, including a broken lens in a switch, a white light would no longer indicate a clear track, and will bring a train to a stop. Green was adopted as a clear signal on all main tracks. Yellow was a ‘come ahead” on all sidings and a red remained a stop indication on all tracks. All main track signals were now red, yellow, or green.
A blue light or flag was adopted in to indicate that workmen were involved in repair or work on railroad equipment. The blue light or flag was placed at each end of the work area and no locomotive or car was allowed to enter the track showing a blue indication. ONLY the individual who had originally put it in place could remove the blue flag or light, and any violation was grounds for immediate dismissal.
Locomotives were required to have their headlights on when moving on the main. They were to dim the light when approaching another train. When they took siding, they were to extinguish their headlight once in the clear and the switch returned to the proper position. Later, this was changed to simply dimming the headlight when in the clear.
The rear of the train had marker lights on each side of the caboose at the rear. When on the main, the marker lights were to display the red light facing the rear, a similar red light faced forward allowing the head end to ascertain that the train was complete. When the train entered a siding, and was clear of the main and the switch returned to the proper position, the brakeman on the rear rotated the marker ninety degrees and showed a yellow light fore and aft. Thus indicating to any approaching trains, as well as the head end, that the train was in the clear on the siding and the switch closed.
Switches in a yard, displayed yellow when set for a sidetrack and white when aligned for straight movement. On the main line, outside yard limits, the colors were green for main line alignment, and red for set for a siding.
Any unlighted signal was to be considered as showing the most restrictive indication and was to be reported as soon as possible.
On June 17, 1964. the Superintendent of Transportation for the Ohio Central Division issued a bullet in which abolished manual block system rules between Carlisle Junction, Ohio and Jackson. Michigan, this encompassed the entire Cincinnati Northern. This resulted in a head on collision at Lewisburg, Ohio on July 13, 1964. Details are found in Accident Report Number 4019, which follows..
This Dwarf semaphore signal has to be the most unusual and unique signal found on the Cincinnati Northern. It controlled the turn out onto the main track at the D&U Crossing. I never saw another anywhere along the line.