A Centennial

History of Signaling Inc.

(Formerly General Railway Signal Company)

1904 – 2004
 Main Office and Manufacturing Facilities of the General Railway Signal Company, Rochester, NY (1902-1992).

Administration and Engineering Office, Brighton, NY (1993-2003). Manufacturing and Office Facility, West Henrietta,
NY (1993-Present).

ALSTOM Signaling Inc. 2 Pamplet #1364 – Revision: June 2004

 PREFACE
This book was originally compiled in 1954 as part of General Railway Signal's 50th Year Commemoration.
Although not published until later, has often been read by new employees to enhance their understanding of the
Company and its valuable contributions to the art of railway signaling. In 1979, the book was updated in recogni-
tion of the Company's 75th Anniversary. In 2004, the book was again updated in recognition of the Company's
100th Anniversary.

The past presidents of the General Railway Signal Company and its successor companies, SASIB/GRS and
ALSTOM Signaling Inc., are as follows:

1904-1934 Wilmer W. Salmon 1995-1995 James B. Stokes

1934-1951 Paul Renshaw 1996-1997 Mario Mastroni
1951-1955 Herbert W. Chamberlain 1997-1998 William Darling
1955-1958 Arthur E. Heimbach 1998-1999 John Penny
1958-1965 Percy W. Smith 1999-2000 Bruce E. Alspach
1965-1968 Jack K. Records 2000-2001 Frederic Dyevre
1968-1989 Gerald E. Collins 2001-2004 Stephane Navarra
1989-1995 Stuart A. Brown 2004-Present Ulisses Camilo

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

3
CONTENTS
Page

CORPORATE HISTORY SUMMARY (1889-2004) 5

INTRODUCTION 6

RAILWAY SIGNALING SYSTEMS – The Early Years 7

Mechanical Interlocking 7
Low-Pressure Pneumatic Interlocking 8
Electric Interlocking 9
The Men Who Started It All 12

RAILWAY SIGNALING SYSTEMS – The Advancement years 15

Block Signaling 15
Centralized Traffic Control 17
All-Relay Interlocking 18
The Man Who Extended and Automated Signal Control 18
Processor Based Interlocking 19
Automatic Train Control 21
Car Classification 22
Rapid Transit Signaling 23
Rail-Highway Grade Crossings 24
Personal Rapid Transit 25
Industrial Railway Systems 25

THE CORE TRAIN CONTROL PRODUCTS FOR A CENTURY 26

Switch Machines 26
Signals 29
Relays 33

FEDERAL SIGNAL COMPANY 35

DIVERSIFIED ACTIVITIES 35
World War I 35
Commercial Castings 37
G-R-S Products, Inc. 37
Prison Cell Door Locks 38
Air Traffic Control 38
World War II 39
Vehicle Traffic Control 39

OTHER DIVERSIFICATIONS 40

FOREIGN BUSINESS 41

INNOVATIVE AND CREATIVE 42

ALSTOM Signaling Inc. 4 Pamplet #1364 – Revision: June 2004

 CORPORATE HISTORY SUMMARY (1889-2004)

ALSTOM SIGNALING INC.

(Formerly GENERAL RAILWAY SIGNAL CORPORATION)

ALSTOM SIGNALING INC.

(Formerly General
Railway Signal Corp.)
Rochester, New York
June 1998

GENERAL RAILWAY SIGNAL CORP.

Rochester, New York
Incorporated October 5, 1990

GENERAL RAILWAY SIGNAL CO.

Rochester, New York
Incorporated June 13, 1904

FEDERAL SIGNAL CO.

PNEUMATIC SIGNAL CO. Albany, New York TAYLOR SIGNAL CO.
Rochester, New York Incorporated February 1908 Buffalo, New York
Incorporated February 1902 Combined with GRS November Incorporated May 1900
1923

STANDARD
PNEUMATIC TAYLOR-SARGENT
RAILROAD SIGNAL CO.
RAILWAY SIGNAL CO. SIGNAL CO.
Arlington, New Jersey
Rochester, New York Chillicothe, Ohio
Established in 1896
Incorporated June 1897 Established about 1898
Moved to Troy, New York in 1899

AMERICAN
INTERNATIONAL PNEUMATIC AUTO-PNEUMATIC FEDERAL TAYLOR SWITCH
RAILWAY SIGNAL CO.
RAILWAY SIGNAL CO. RAILWAY SIGNAL CO. RAILWAY SIGNAL CO. & SIGNAL CO.
Cleveland, Ohio
Rochester, New York Rochester, New York Troy, New York Chillicothe, Ohio
Established in 1904
Incorporated March 1900 Established about 1891 Established in 1905 Established about 1889
Combined with Federal,1913

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5
INTRODUCTION
This history of ALSTOM Signaling Inc. (formerly General Two salient facts have brought about this increase in
Railway Signal Company (GRS)) records the events and efficiency in spite of a decrease in track mileage:
accomplishments of a successful organization throughout
the years of ever-changing conditions in industrial Fact 1: To move a 100 percent increase in traffic with a
America, throughout wars and panics, good times and decrease in track mileage has meant moving heavier
bad. trains faster. This has been accomplished by better
equipment, by heavier motive power (especially the
Like every progressive business organization, ALSTOM diesel-electric locomotive), by improved roadbed, by
Signaling Inc. is concerned more with what lies ahead grade reduction, and by the aid of modern signaling
than with the past achievements. But those, whose job it systems such as centralized traffic control (cTc).
is to build for the future must also fully appraise past
performances, must profit by the successes and analyze Fact 2: Although signaling was introduced to American
the failures of those who have brought the signaling art railroads as early as 1857, no extensive installations
to its present high stage of development. were made until after the year 1900. Railroad
management recognized the value of signaling in
In 1830, the Baltimore and Ohio Railroad, in the United expediting traffic.
States, and the Liverpool and Manchester Railway, in
England, began business as common carriers. From
these beginnings there has developed one of the
greatest industries in the world - rail transportation.

A survey of railway development in the United States

shows that although railroad construction received
strong impetus from the start, the most rapid extension of
track mileage was during the 65-year period from 1865
to 1930. In 1930, the mileage of track owned reached
a peak of 410,634 miles. At the end of 1969, it was
reduced to 339,000 miles although operating efficiency,
as expressed in net ton-miles per freight train-hour,
quadrupled during this 39-year period.

Railroading in the 1970’s saw rapid changes resulting

from a wave of bankruptcies and mergers, particularly
in the East and Midwest. Out of the insolvency of the
giant Penn Central and several smaller eastern lines, In 1825, train protection was provided by a mounted flagman.
emerged the Consolidated Rail Corporation (Conrail) for
freight traffic and the National Railway Passenger
Corporation (Amtrak) for passenger service. These
changes spurred the abandonment of poor revenue
trackage and increased operating efficiency until, by
1976, there were 324,000 miles of track and net ton-
miles had increased 12 percent over 1969.

The Staggers Act of 1980 deregulated the railroad

industry to a significant extent, replacing the regulatory
structure that existed since the 1887 Interstate Com-
merce Act. Railroads were permitted to determine where
they ran trains and how much to charge. This act
provided the basis for the railroads to once again
become competitive and market driven. While track
miles have continued to decrease to 152,000 in 2003,
ton-miles have increased by 180% from 1980 to 2003.

Pneumatic Railway Signal Comany, 1902, a predecessor of

General Railway Signal Company.
ALSTOM Signaling Inc. 6 Pamplet #1364 – Revision: June 2004
RAILWAY SIGNALING SYSTEMS –
The early years
The main purpose of any railroad is to transport passen-
gers and goods swiftly, safely, and economically. The
aim of railway signaling systems is to provide safety and
efficiency for rail transportation. Safety to persons,
goods, and equipment - efficiency to keep trains moving
with a minimum of delays and with the most effective
use of personnel and equipment.

The railway signaling systems and apparatus manufac-

tured by GRS provide for safe and efficient rail transpor-
tation. Following is a brief history of the company as it
parallels signaling development.

MECHANICAL INTERLOCKING Mechanical interlocking required strong arms and a

stout back to operate the signal appliances.
Mechanical interlocking uses manpower to move the
large levers in the interlocking machine which, in turn,
operate switches and signals through pipe connections
or, in early days, wire pulls.

Mechanical interlocking was first installed in England, in

1843, at Bricklayer's Arms Junction. The first mechanical
interlocking was installed in America in 1870 at Tren-
ton, New Jersey. The first one made in America was
manufactured by Messrs, Toucey and Buchanan. It was
installed at Spuyten Duyvil, New York, in 1874.

The Standard Railroad Signal Company of Arlington,

New Jersey, was organized in 1896 by participants in
a former company, the Johnson Railroad Signal Com-
pany of Rahway, New Jersey. The Standard Railroad
GRS mechanical interlocking assembly department in 1910.
Signal Company offered railroads the Johnson type of
mechanical interlocking. When the Company was
purchased by A.H. Renshaw (Trojan Car Coupler Co. of
Troy) and J.T. Cade, a plant was established at Troy
(Green Island), New York, in 1899. It manufactured
mechanical interlocking machines of the Saxby and
Farmer type. Sales offices were maintained in New York
and Chicago. In 1900, Standard, a predecessor of
GRS, marketed the Style A interlocker, an improved
mechanical machine.

A Stock Certificate from Standard Signal Company.

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 LOW-PRESSURE PNEUMATIC
INTERLOCKING

In an effort to overcome the limitations of mechanical

interlocking, Dr. J.H. McCartney of Rochester, New
York, substituted pneumatic pressure for muscle power in
his system of low-pressure pneumatic switches and
signals, patented in 1890. Dr. McCartney and associ-
ates formed the Auto-Pneumatic Railway Signal Com-
pany in Rochester, New York. The Company pointed out
in their "Interlocking Switch and Signal Plant" reference
catalog of 1894, that their system "embodied certainty
of action, simplicity of operation and construction and,
finally, low cost operation and maintenance" — require-
ments still fundamental in modern railway signaling.

In June of 1897, the Auto-Pneumatic Railway Signal

Company sold its patent rights and property to the
A low-pressure pneumatic interlocker as shown in an
1894 catalog of the Auto-Pneumatic Railway Signal Co. Pneumatic Railway Signal Company of Rochester, New
York (formed by J.N. Beckley). The first contract made
by the new Company was with the New York Central
and Hudson River Railroad for a low-pressure pneumatic
interlocking plant at the Exchange Street Station in
Buffalo, New York. This was put in service in January of
1898. In 1900, the company provided a low-pressure
pneumatic interlocking at Grand Central Terminal in
New York City.

In July of 1898, Pneumatic contracted to have the

Standard Railway Signal Company of Troy, New York,
manufacture signal equipment for them and make
installations of pneumatic systems in North and South
America and Cuba.

Pneumatic Railway Signal low pressure pneumatic interlocker installed In 1900, the Pneumatic Railway Signal Company
in 1900 at Jamaica, NY on the Long Island Railroad. expanded its sales territory to include outlets in England
by forming the International Pneumatic Railway Signal
Company with headquarters in Rochester.

To increase their efficiency, the Pneumatic Railway

Signal Company, the International Pneumatic Railway
Signal Company, and the Standard Signal Company of
Troy were reorganized on February 27, 1902 to form
the Pneumatic Signal Company. The Troy plant was
maintained for the manufacture of mechanical interlock-
ing apparatus. A new plant was constructed in 1902 on
West Avenue in Rochester.

The pneumatic interlocking installed in 1900 at Wayne Jct., PA

required thousands of feet of underground pipe.

ALSTOM Signaling Inc. 8 Pamplet #1364 – Revision: June 2004

 ELECTRIC INTERLOCKING

The all-electric interlocking employing dynamic indication

was invented by John D. Taylor of Chillicothe, Ohio. In the
Baltimore and Ohio Southwestern Railroad shops, Mr.
Taylor constructed the first interlocking machine and
apparatus installed by the Taylor Switch & Signal
Company, in 1889, at East Norwood Ohio, at the
crossing of the B&O Southwestern and the Cincinnati
Northern Railroads. This was the first installation where
track switches were moved by electric power. The original
interlocking plant was removed in 1904 and replaced by
a new model electric interlocking machine manufactured
by GRS.
The first dynamic indication electric interlocking machine was made in
1889 by John D. Taylor in this carpenter shop in Chilicothe, Ohio.
After making only one other installation, at Edgewood,
Illinois, on the Illinois Central Railroad, in 1896, the
company reorganized as the Taylor-Sargent Signal
Company in 1898 at Chillicothe, Ohio. The new company
made three installations: New Albany, Indiana, in 1898,
on the Baltimore & Ohio; Brussels, Belgium, for the
Continental Hall Signal Company, in 1898; and
Nortonville, Kentucky, on the Illinois Central, in 1899.

In May 1900, the Taylor Signal Company was organized

by Alvah W. Hall, formerly of the Hall Signal Company,
by acquiring the properties of the Taylor-Sargent Signal
Company. The Taylor Signal Company started in a two-
story factory in Buffalo, New York, with offices in that city
and in Chicago. The first Taylor electric interlocking was
installed in 1901 at Eau Claire, Wisconsin, on the Chi-
cago, St. Paul, Minneapolis and Omaha Railway. After
First Taylor Signal Co. electric interlocker was installed at Eau Claire, making a number of electric interlocking installations of
Wisconsin in 1901 with Model 2 Electric Semaphore signals. the new and improved design, the Taylor Company built a
new plant at Elmwood Avenue, Buffalo on the New York
Central Belt Line. As the Taylor interlocking was the only
all-electric system in existence, and as it offered unusual
safety and facility in train operation, installations both in
this country and Europe followed rapidly. Notable US
installations include those at LaSalle Street Terminal and at
16th and Clark Streets, Chicago; at South Englewood,
Chicago; and at Omaha, Nebraska.

Model 2 Electric Switch Machine at Eau Claire, Wisconsin.

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9
Quoting from an article entitled "Big Merger of Signal
Plants," appearing in the Buffalo Express of May 4,
1904: "Authoritative announcement was made yester-
day that Buffalo is to be made the headquarters of the
big $5,000,000 General Railway Signal Company
which is to be organized with the merging of the Taylor
Signal Company of Buffalo and the Pneumatic Signal
Company of Rochester.... Yesterday afternoon a party of
Rochester capitalists, including some of the officials of
the Pneumatic Signal Company of that city, came to
Buffalo to inspect the plant of the Taylor Signal Com-
pany. They made the trip to this city in the private car of
John N. Beckley, President of the Toronto, Hamilton and
Buffalo Railway Company. Mr. Beckley is also president
of the Pneumatic Signal Company…… Upon reaching
this city, President Beckley's car was switched to the Belt
Line tracks and taken out to the plant of the Taylor Signal
Company. There the Rochester men were met by a large
number of Buffalonians……… Both the Buffalo and
Rochester men were delighted with the Taylor Signal
Company's plant. It was built a little over two years ago,
is absolutely fireproof in construction, is operated
entirely by electricity and its equipment is perfect in
every respect….. Both companies manufacture interlock-
ing switch and signal devices for railroads, and it is
In 1904, this GRS electric interlocker was installed at
understood that after the merger has been perfected, the East Norwood, Ohio, on the B&O Southwestern R.R.
Buffalo plant will manufacture the electric system exclu- to replace the original 1889 Taylor machine.
sively while all mechanical and low-pressure forms of
signals will be turned out at the Rochester plant.

'The merging of the two companies, of course, is

expected to result in material economy in the engineer-
ing, experimental, advertising and sales departments as
well as in manufacture.'

The General Railway Signal Company was

officially incorporated under the laws of the
State of New York on June 13, 1904. The Taylor
plant in Buffalo was named the General Railway Signal
Company, while the plant in Rochester retained the
name of the Pneumatic Signal Company, although a
part of the corporation.
A stock certificate from Taylor Signal Company.
The chief business of the new company was in the
manufacture of electric interlocking systems. The system
proved so far superior to existing forms of power
interlocking that the company soon decided to abandon
manufacture of the outmoded pneumatic system.

In May of 1907, after enlarging the Rochester plant, all

manufacturing operations were moved to Rochester.
Work no longer needed to be transferred from one plant
to another, thus greatly reducing confusion, which arose
from the shipment of orders in two parts from two
different factories.

ALSTOM Signaling Inc. 10 Pamplet #1364 – Revision: June 2004

 The first Taylor Signal Company plant in 1900 at Wells and Carrol Streets, Buffalo, NY.

General Railway Signal Company plant on Elmwood Avenue in Buffalo, NY in 1906.

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11
THE MEN WHO STARTED IT ALL Wilmer W. Salmon –
the Leader
In 1904, as a result of the various mergers that led to Wilmer W. Salmon
the formation of General Railway Signal, the company (1866-1936) became
was able to offer complete product lines for three basic President and General
interlocking technologies – mechanical, pneumatic and Manager of Taylor
electric. It was, however, their innovation, design and Signal Company in
development in the electric interlocking technology that Buffalo, NY in 1901, a
propelled the company into the forefront of signaling position he maintained
companies. with the formation of
General Railway Signal
John D. Taylor - the Inventor Co. in 1904 until his
The Signal Engineer for January 1, 1914 carried an death in 1936. A
obituary for John D. Taylor (1861-1913) entitled ‘A graduate of Dickinson
Tribute to the Man Whose Monument Is the Electric College with both
Interlocking System’. Mr. Taylor "began his inventing Bachelor’s (1886) and
career in 1888 when he was a telegraph operator on Master’s (1890) De-
the Scioto Valley Railroad at a small town in Ohio. grees, Mr. Salmon
Having obtained a number of patents on electrical began his career in
devices to be used in train despatching, he set out ….. 1886 in the engineer-
that the principles of his scheme might be used in ing corps of the Pennsyl-
signaling…… John graduated from Piketon high school vania Railroad, with additional career moves to the
when he was about 17, and he never had the advan- Philadelphia and Reading Railroad in 1887, and to the
tages of a college education……. He was a natural Chicago & Northwestern Railway in 1890. In 1893 he
mathematician and inventor and his love of books joined the Hall Signal company as an engineer and
occupied a large part of his life. His studies in higher successively moved into sales manager and European
mathematics, thermodynamics, chemistry, and electricity representative and vice-president.
brought him recognition as an authority in those
branches of science….. His February 1, 1936 obituary in Railway Age stated
His education was self secured." "he was sent to Europe to interest foreign railways in
signaling systems and during his stay abroad he de-
signed and was responsible for the first subway signal
system ever put in service, which system is today in
operation on the Metropolitan (Underground) Railway of
Paris. He also installed the first automatic block signal
system in Europe on the Paris, Lyons, & Mediterranean
railway of France, and made several similar installations
on the Belgian railways."

The same article also stated "Mr. Salmon combined in a

remarkable degree the qualities of an engineer with
those of a successful business executive. He was not
only responsible for the creation and growth of General
Railway Signal Company but he was the guiding spirit
in the development of electric interlocking so widely
used throughout the country....…. Many of the detail
devices and other products which the General Railway
Signal Company now markets are due to his knowledge
of railway problems - the fruit of life experience – which
enabled him to visualize in advance the operating
benefits which would accrue to the railroads from these
inventions. Mr Salmon’s skill as a business executive
was manifest by the manner in which he guided his
company through the difficult years of the depression."
John D. Taylor, inventor of the all-electric interlocking.

ALSTOM Signaling Inc. 12 Pamplet #1364 – Revision: June 2004

Winthrop K. Howe - the Engineer
Winthrop K. Howe (1868-1954) was an 1889 gradu-
ate of Purdue University with a degree in mechanical
engineering and stayed on to pursue a year’s worth of
graduate work in electrical engineering. Mr. Howe
entered the signaling business in 1900 when he took a
position at Taylor Signal Company in Buffalo, NY as a
principal assistant engineer in charge of the electrical
department under John D. Taylor.

The Signal Engineer for December 15, 1913 included

an article entitled ‘A Personal Tribute to the Steinmetz of
Railway Signaling – A Real Gentleman.’ This article
described Howe as "Between the theorists who figure
things out that ought to be done and the individuals who
derive pleasure or profit from them after they are done,
stand the men who do them - the men who reduce
theories to practice. Winthrop Keith Howe is such a
man….. He has done some notable things in the thirteen
years he has been connected with signaling. For
example, he designed the Model "2-A" signal mecha-
nism – the "A.1" proposition that put the "A’s" in
adaptability – and the Model "4" switch machine, one
of the foremost devices of its kind. He was the first to
suggest and produce a highpower light signal for use on
interurban railways; and he is responsible for many of
the developments in alternating current signaling for
electric lines, and for a good many improvements in
Winthrop K. Howe, Chief Engineer of Taylor Signal (1900-1904)
electric interlocking. He designed the well known and General Railway Signal Company (1904-1945).
"polyphase" relay, the lock-and-block apparatus and a
number of other devices which his company manufac-
tures. He is the originator of the one-power alternating-
current system of supply and distribution for signal
systems now so largely used, and in which not only the
track circuits but all of the signals, relays, lamps,
indicators, etc., as well, are operated by alternating
current taken from the same transmission line."

Mr. Howe quickly rose to the position of Chief Engineer

of Taylor Signal in Buffalo and remained in that position
with the formation of General Railway Signal in 1904.
He maintained the position of Chief Engineer until his
appointment to Vice President in charge of engineering
in 1943. Mr. Howe retired from GRS in 1945 having
been awarded 191 patents during his long and distin-
guished career.

A December 15, 1913 article in The Signal Engineer

highlighted the successful teamwork of Messr’s Salmon
and Howe when it stated "And it is safe to say that A stock certificate from General Railway Signal Company.
Salmon, whose genius formed the company, and the rest
of that earnest, loyal and hardworking bunch who made
it successful, are all mighty glad they know Howe and
that Howe knows how. If Salmon put the "general" in
General Railway Signal, Howe put the "signal" in it….."

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

13
 Pneumatic Signal Company plant on West Avenue in Rochester, NY shortly after the formation of the General Railway Signal Company.

With the expansion of the Rochester plant in 1907, all operations were consolidated on West Avenue.

ALSTOM Signaling Inc. 14 Pamplet #1364 – Revision: June 2004

RAILWAY SIGNALING SYSTEMS – GRS invented Absolute Permissive Block (APB) signaling,
making the first installation on the Toronto, Hamilton and
The advancement years
Buffalo Railway in 1911. This was the first system to
provide complete siding-to-siding protection for oppos-
ing movements and signal-to-signal protection for
BLOCK SIGNALING
following movements, the same as on double track. All
the basic principles of the original GRS APB system are
Concurrent with the development of the interlocking are
in use today. In fact, absolute permissive block signaling
the crude beginnings of block signaling systems. The first
block signal system was installed in America between is a basic part of centralized traffic control.
New Castle, Delaware, and Frenchtown, Maryland, on
the New Castle and Frenchtown Railroad, in 1832.
Indications were provided by ball signals spaced 3
miles apart and read by means of a telescope at each
block office.

Perhaps the most important page in the history of

railway signaling was the invention of the closed track
circuit by Dr. William Robinson in 1872. This track
circuit made automatic block signaling possible and is
the foundation of modern signal systems.

The advent of electric railways presented a signal

engineering problem because the rails had to be used
both for track circuits and for return of the propulsion
current. The Young System patents, purchased by the
Pneumatic Signal Company in 1903, covered a system
providing continuous a-c track circuits for electrified
lines.

During the early part of the century, GRS developed

several types of block signals: the Model 3 two position,
lower-quadrant motor semaphore, installed on the Union
Pacific in 1906; the Model 6 a-c lower-quadrant
semaphore and Model 7 d-c semaphore in 1906; and In 1832, ball signals like this one were observed through
telescopes from distant block offices.
the Model 2A upper-quadrant semaphore in 1908
which became an industry standard. This signal was first
installed on the Baltimore & Ohio and over the next 10
years 24,500 Model 2A semaphore signals were
installed making it one of the most successful signal
designs of the century.

In 1910, considerable interest developed in signaling

for high-speed, single-track electric lines of the trolley
type. Many state governments, as well as railroad
officials, instigated studies into the possibilities of
adequate signaling for these rapidly expanding ser-
vices. Up to this time, such railways had in general
either not regarded signaling as a necessity, or believed
that some form of contact device actuated by the trolley
would suffice for signal control. GRS automatic block
systems proved very effective and were applied to many
miles of trolley lines soon after this time.

GENRAKODE is one of the latest vital processor based wireless block

signal and track circuit products from GRS.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

15
 An “ironless bond”, part of the Young system of a-c block signaling.

A “meet” on the world’s first APB installation in 1911 on the Toronto, Hamilton & Buffalo Railway.

ALSTOM Signaling Inc. 16 Pamplet #1364 – Revision: June 2004

CENTRALIZED TRAFFIC CONTROL

On July 25, 1927, the first centralized traffic control Today, instead of manually operated lever-type control
system in the world went in service between Stanley and machines, GRS provides minicomputer-and microproces-
Berwick, Ohio, on the Ohio Division of the New York sor-based control consoles which enable one man to
Central Railroad. This system, invented by Sedgwick N. efficiently control an entire railroad.
Wight of GRS, was a tremendous stride forward in
improving facility and economy of train operation.

Here is a first-hand account of operation with the new

system as given in an address by Mr. J.J. Brinkworth of
the New York Central Railroad before the Signal Section
of the Association of American Railroads in 1947. "…
I was particularly involved in centralized traffic control in
1927…. I went to Rochester, to the General
Railway Signal Company plant, and saw the actual
machine there. I, of course, became aquainted with Mr.
S.N. Wight of that Company, who studied out the
details of the cTc machine. I went to his house and in the
back room we talked it over in detail for hours."

"Then we came to 1927, when the final date was set to

install centralized traffic control on the Toledo & Ohio This machine, at Fostoria, Ohio, on the New York Central, controlled
Central and put it into service. Needless to say, we were the world’s first cTc – Stanley to Berwick. The machine is now in the
all over at Fostoria, Ohio, and we watched the progress Smithsonian Institute’s collection.
of the various signals being put in along the approxi-
mately 40 miles of railroad between Toledo and
Berwick. Then, after a comparatively short time, trains
started to move over that piece of single track for the
first time without train orders".

"I recall very distinctly, as we had supper in the hotel at

Fostoria and got through, I said to the gang, I do not
know what you fellows are going to do tonight, but I'm
going over to the tower at Fostoria and stay there until I
see a non-stop meet.' Well, they all decided that if the
boss was going over, the rest of the gang had better go,
too. So we went over to the tower at Fostoria in the
evening. The dispatcher was there and he was just filled
up with enthusiasm on this new gadget called central- With the invention of cTc, the non-stop meet became a reality.
ized traffic control. Along about 10:00 o'clock, he just
yelled right out loud, 'Here comes a non-stop meet.’
Well, we all gathered around the machine and watched
the lights that you know all about, watched the lights
come towards each other and pass each other without
stopping."

"That, to me, and to you, too, was history on American

railroads, the first non-stop meet on single track without
train orders, of course, that we knew of. We waited at
Fostoria until the southbound train arrived there and you
never saw such enthusiasm in your life as was in the
minds and hearts of that crew, the first non-stop meet of
which they had ever heard."
Today’s computerized cTc system has a control console with
Thus occurred the first non-stop meet, today color-video displays of track and traffic conditions and a
commonplace on thousands of miles of cTc. keyboard to enter commands to the computer.
ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004
17
ALL-RELAY INTERLOCKING THE MAN WHO
EXTENDED AND
The invention of an all-relay interlocking was an out- AUTOMATED
growth of the principles applied successfully in central-
ized traffic control. Now the cumbersome lever locking
SIGNAL CONTROL
beds of the electric interlocking machine were aban-
doned in favor of relay interlocking between the Sedgwick N. Wight
switches and signals in the field. Control distance (1879-1968) joined
ceased to be an important factor. General Railway Signal
Company in 1910 as an
GRS furnished equipment for the first remotely con- assistant commercial
trolled, unit-wire all-relay interlocking system, put in engineer. He received a
service February 1929, on the Chicago, Burlington and BS Degree from Hiram
Quincy at Lincoln, Nebraska. College in Ohio in 1903
and started as a drafts-
The first installation of an all-relay interlocking with man for the signaling
pushbutton automatic selection of routes and positioning department of the Lake Shore & Michican Southern
of switches and signals, the GRS Type NX (eNtrance- (New York Central) in Cleveland Ohio, and later
eXit), was made at Brunswick, England, on the Cheshire became a signal inspector.
Lines in February of 1937. The first NX route-type
interlocking in the United States was installed at Girard The May, 1910 issue of Signal Engineer announced
Junction, Ohio, on the New York Central in 1937. Wight’s move from the railroad to GRS and
prophesized the future when it stated as to his being ‘in
close and intimate touch with the executive and techni-
cal phases of signal construction work; and he made
excellent use of his opportunities. His associates and all
who knew him cannot but feel that General Railway
Signal Company is pursuing the right policy in securing
men of Mr. Wight’s character and ability.’ Wight’s
GRS inventions included Automatic Permissive Block
Signaling (1911), Centralized Traffic Control (1927)
and eNtrance-eXit (NX) push button interlocking control
(1937). Mr. Wight received patents for these and other
inventions, ultimately receiving 92 patents in his long
Heralding the approach of the pushbutton age, this GRS NX career at GRS.
interlocking machine (the world’s first) was placed in
service in 1937 at Brunswick, England. In 1971, the Elmer A. Sperry Award was posthumously
awarded to Mr. Wight (in memoriam) for recognition of
"a distinguished engineering contribution which,
through application in actual service, has advanced the
art of transportation whether by land, sea, or air." The
award cited Mr. Wight "for his foresight and ingenuity
in the planning and execution of the first practical
installation of Centralized Traffic Control on a railway.
This first installation gained worldwide acclaim." The
award committee said, "Mr. Wight's concept of de-
centralizing the safety features while centralizing the
control facilities ushered in a new era of safe and
efficient train operation."

The first NX machine in the US was placed in service later in

1937 on the New York Central at Girad Junction, Ohio.

ALSTOM Signaling Inc. 18 Pamplet #1364 – Revision: June 2004

PROCESSOR BASED INTERLOCKING transit application with VPI in control of both the inter-
locking and the block-line functions. A single VPI system
Shortly after the invention of microprocessors in the early can be configured to control a simple remote holding
1970’s, GRS Research Engineers began investigating signal or a single turn-out control point or up to a large
methods and techniques to harness this new technology interlocking of some 25-30 switch machines and related
for the vital fail-safe control of interlocking equipment. In signals. Larger interlocking plants can be configured
1975, they began developing a series of hardware and with a distributed arrangement of VPI systems.
software techniques that permitted a single microproces-
sor to operate in a vital fail-safe system. This series of As the company reaches the century mark, ALSTOM
techniques was trademarked as GRS Safety Assurance Signaling, Inc. (formerly General Railway Signal
Logic (SAL™). The first commercial product released Company) has manufactured and deployed more than
using SAL techniques on a microprocessor merged with 1000 VPI systems for 54 different customers in 15
a vital relay was the MICROCHRON ® Timer in 1981. countries. These systems have accumulated more than
This vital timer was a direct replacement for a family of 55,000,000 operating hours without a single
vital motor timers and was switch settable in one second reported safety incident.
increments from one second to one hour. This product
has been enormously successful with more than 10,000
units shipped since its introduction.

GRS Research Engineers continued to build upon the

concepts of SAL. In 1978, they brainstormed an ap-
proach to expanding these techniques into a general
purpose application programmable interlocking control
product. Utilizing mathematical principles from commu-
nication security and from cryptographic technologies,
the engineers extended the SAL techniques to an en-
hanced set of techniques referred to as Numerically
Integrated Safety Assurance Logic (NISAL ™). These
techniques became the backbone of a major new
product line known as the Vital Processor Interlocking
(VPI ®) Control System. After extensive prototype testing
at several North American and European test sites, the
first in-revenue service installation of this product oc-
curred in January, 1986 at the Clinton Interlocking plant
in Chicago, Illinois on a Chicago & Northwestern
Railway’s freight and commuter rail line into the North-
400 lever GRS electric interlocking machine was placed in service in
western Terminal. 1913 at Tower “A” in Grand Central terminal, NYC, NY.

In 1913, a brand new Grand Central Terminal in New

York City opened for service utilizing the latest in state-
of-the-art electric interlocking equipment from GRS. This
largest of North American passenger terminals utilized
this equipment until 1993 when the latest state-of-the-art
processor based central control systems teamed with a
geographically distributed system of 17 VPI Interlocking
Control systems were placed in service as part of a
major terminal refurbishment project. This terminal
consists of 211 switches, 189 signals, and 295 track
circuits and sees in excess of 700 electrified commuter
trains per day, primarily during four hours of rush hour
service.

VPI Systems have evolved in ability and sophistication.

VPI systems may be configured and application pro-
grammed from a simple vital fail-safe interlocking control 400 lever interlocking machine for Grand Central terminal
on GRS factory floor in 1912.
to a highly sophisticated, fully automatic driver-less

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

19
 In 1993, 17 distributed VPI systems replaced the original 1913 GRS
interlocking control machines in Grand Central Terminal.

1912 GRS advertisment for the Grand Central

terminal interlocking.

1993 GRS central control console for Grand Central Terminal.

1912 GRS advertisment for 400 lever and 360 lever interlocking
machines for Grand Central Terminal on GRS factory floor.

ALSTOM Signaling Inc. 20 Pamplet #1364 – Revision: June 2004

AUTOMATIC TRAIN CONTROL

It is doubtful if any technology ever received as much

attention as automatic train control. Thousands of
patents were issued, millions of dollars spent in experi-
mentation, and yet only a few systems have survived the
tests of practical use.

A trial installation of GRS intermittent inductive train stop

was made on the Buffalo, Rochester and Pittsburgh
Railway in 1919. By 1923, the first commercial installa-
tion was made on the Chicago and North Western
Railway. Many installations were made in the ensuing AMTRAK locomotives operating on certain mid-western railroads
years. have automatic train control systems supplied by GRS.

In 1953, GRS made the first commercial use of transis-

tors in the railroading industry with the installation of a
cab signal system on the New York, New Haven and
Hartford Railroad.

In 1973, GRS supplied automatic train control equip-

ment using cab signals for Amtrak locomotives operating
on several mid western railroads.

Building upon the techniques and principles of Safety

Assurance Logic, in 1988, GRS installed the first Micro
CABMATIC™ Automatic Train Control system, a vital
microprocessor based system. This product is
configurable from a basic Automatic Train Protection
system up to a completely automatic driver-less system.
The system has been deployed in both railroad and
transit applications.

GRS installed the first Micro CABMATIC™

Automatic Train Control system in 1988.

GRS intermittent inductive train control was tested

on the Buffalo, Rochester & Pittsburgh Railway in 1919.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

21
CAR CLASSIFICATION

GRS led the field with the first commercial installation of

all-electric car retarders, in 1926, at East St. Louis on
the Illinois Central Railroad.

The next significant development in car classification

was the GRS invention of the automatic switching
system in 1950. The initial installations of this system
were made at Markham Yard, Illinois, on the Illinois
Central Railroad, and at St. Luc Yard, Montreal, on the
Canadian Pacific, both in 1950.

In 1953, another GRS invention, automatic retarder

control using a GRS analog computer, was installed at
Kirk Yard, Gary, Indiana, on the Elgin, Joliet & Eastern.
This system utilized the latest techniques of ultrahigh GRS made the world’s first installation of electric car retarders of East
frequency radiation (radar) for speed measurements. St. Louis in the Illinois Central in 1926.

In 1968, GRS made the first commercial installation of a

digital computer in a car classification yard - the Alfred
E. Perlman Yard at Selkirk, New York, on the New York
Central Railroad.

In 1980 GRS introduced a distributed mini-computer

and micro-computer system (YARDS 2000 ™) for the
control of car classification yards which continually fine-
tune yard operations by compensating for such condi-
tions as track curvatures, wear, and settling.

The 1980’s and 1990’s witnessed a dramatic change in

the style of North American railroading from loose car
traffic to unit trains and inter-modal trains, all of which
dramatically reduced the need for car classification
yards. GRS exited from this market in the early 1990’s.

GRS’s computerized, fully automatic system is in control at Hinkle A GRS CLASSMATIC™ Analog Computer used in 1950’s
Yard, Hermison, Oregon, on the Union Pacific Railroad. and early 1960’s Yard Automation Projects.

ALSTOM Signaling Inc. 22 Pamplet #1364 – Revision: June 2004

RAPID TRANSIT SIGNALING

Since its incorporation, GRS has furnished equipment for

rapid transit (subway) lines both in the United States and
overseas. This equipment has included: automatic block
signals, wayside trip stops, wayside signals, all-relay
and NX interlockings, coded remote control, high-
frequency track circuits, cab signals, automatic train
dispatching and train identity, and fully automatic train
operation.

In New York City, the first subway installation was made

on the Interborough Rapid Transit Lines in 1904. Many
installations have been made in the intervening years on
these and other lines in the metropolitan area. On the GRS automatic trip stops were installed in
1904 on a New York City subway.
express tracks of the subways, signal systems make it
possible to maintain headways as close as 90 seconds.

Starting in 1924, the company signaled subway systems

in three cities in Spain. In 1927, subway signaling was
placed in service on a new subway in Rochester, New
York.

In 1965, GRS installed the world's first high-frequency,

electronic track circuits on the Chicago Transit
Authority's Lake Street Line. This was the first major
improvement in track circuit technology since the
original closed track circuit was invented by Dr.
Robinson in 1872.

In recent years, extensive installations of GRS equipment

have been installed on the rapid transit lines world-wide.
Installations include Boston, Buffalo, Chicago, Cleve-
land, Philadelphia, New York City, Toronto, Washing- The Rochester, New York subway was equipped with
ton, Atlanta, Los Angeles, San Francisco, Taipei, Taegu, GRS automatic block signal system in 1927.
Seoul, and Shanghai.

The rapid increase in the use of automobiles in the US

during the 1920’s began the demise of most trolley car
systems in the country. The 1980’s and 1990’s saw a re-
birth of this style of transit system under the guise of Light
Rail Transit (LRT) systems in a number of cities. Using a
mixture of traditional signaling products integrated with
a number of new products, ALSTOM Signaling Inc. has
participated in a number of these new projects.

A modern day
Light Rail Project,
Hiawatha Metro Transit
(2004).

In 1976, the first section of the Washington Metro was equipped

with a GRS fully automatic train control system which permits
trains to operate up to 70 mph with 90-second headways.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

23
RAIL-HIGHWAY GRADE CROSSINGS

GRS introduced its first highway crossing gate in 1905

utilizing a semaphore signal motor as the drive mecha-
nism. Over the years, the company continued to improve
its gate operating mechanism, right up to the Type D
gate mechanism.

GRS began the serious development of rail-highway

grade crossing warning systems in the early 1920’s.
This coincided with the rapid increase in automobile
production and the beginning of a national highway
system. Prior to that time, there was a variety of warning
signals, typified by the wigwag and banner types.

In 1977, GRS introduced the vandal and impact

resistant LEX-C™ flashing light signal made of
polycarbonate resin, which was provided in both
8" and 12" sizes.

With the advances in opto-electronics in the 1990’s,

GRS introduced the AURORA™ product line of Light
Emitting Diode assemblies for both crossing signal and
gate arm lights in 1997.

GRS automatic rail-highway crossing with Type D Gate Mechanism.

Early Highway Crossing Signal using a AURORA LED Crossing Signal and Gate Arm Lights (1997).
Model 2A Semaphore mechanism (1910).

ALSTOM Signaling Inc. 24 Pamplet #1364 – Revision: June 2004

PERSONAL RAPID TRANSIT INDUSTRIAL RAILWAY SYSTEMS

Starting in 1970, GRS began the development of a For many years, GRS supplied systems and equipment
personal rapid transit system (people mover). This to mining and industrial railways. In 1962, GRS devel-
system was designed to transport people to points in a oped and installed a control system for the world's first
limited area, such as central business districts, airports, fully automated, driver-less trains on the Carol Mine
and college campuses. Railway in Labrador.

In one outstanding project, GRS provided the automatic In 1963, GRS introduced a radio remote control system,
control system for the Airtrans vehicles operating at the which enabled a locomotive engineer to control his train
Dallas/ Fort Worth Regional Airport. The fully automatic from the ground and at distances up to one-half mile.
system includes vehicle protection, automatic operation More than 257 units were installed on 13 industrial
over predetermined routes, scheduled operation, and railroads, 33 units in eight car classification yards, and
automatic vehicle merging. 1 unit on a mainline railroad. When the market for this
style equipment became stagnant in the mid-1980’s GRS
exited this market.

One of the AIRTRANS vehicles at the Dallas/Ft.Worth Airport which GRS radio remote control enables the operator
transports passengers between terminals in 1973. to control his train from the ground.

GRS automation system has provided crewless

Personal Rapid Transit demonstration at TRANSPO ‘72 at train operation in Labrador since 1962.
Washington’s Dulles Airport; utilized a GRS vital minicomputer
control with a moving block system.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

25
THE CORE TRAIN CONTROL The Model 9 Hand Throw machine with Lock and
Detection functions was initially released in 1945, and
PRODUCTS FOR A CENTURY also adapted as a Spring Switch Lock when used with
the ‘Mechanical Switchman’.
During the one hundred and fifteen years since John D.
Taylor created and installed the first all-electric interlock- The Models 5E (initially released in 1958), 5F ,5G
ing at East Norwood, Ohio in 1889 on the Baltimore and 5H evolved from earlier models 5A (initially
and Ohio Southwestern Railroad, GRS and its predeces- released in 1919), 5B, 5C, 5D to provide the
sor and successor companies have produced families of interlocking functionally required by North American
switch machines, signals and relays to meet the needs of railroads and have maintained themselves as
the railroad and transit properties served and to maxi- industry standards for decades.
mize the advantages of technological innovations as
they became available. These devices have been an The Model 6 Switch Machine, specifically designed as a
important element of all the train control systems devel- fast acting trailable machine for use in classification
oped during this first century and have all progressed yards, was initially released in 1926 and is still an
through many improvements and renditions. industry standard today.

The SpeedFrater is a compact trailable machine

SWITCH MACHINES designed for use in place of hand throw switch stands
and for use in classification yards and was initially
The 1889 East Norwood, Ohio installation is the first released in 1968. The SpeedFrater superceded the
known use of an electric motor performing the move- ‘Electric Switchman’ trailable and non-trailable machines
ment of track switch points. released in the early1960’s.

The Model 2 Switch Machine was introduced in 1900 The Models 55 E and G, initially released in 1964,
by Taylor Signal Co. and featured integrated throw and were designed specifically for rapid transit service
locking functions. W.K. Howe who joined Taylor in late featuring a low profile and weighing approximately
1900 designed a higher power motor (Model 3 motor) 500 pounds making installation easier than that of the
for this mechanism in 1902. railroad standard machines. GEC/GS, a forerunner of
ALSTOM in the United Kingdom, was licensed to
The Model 4, 4A & 4B Switch machines designed by manufacture this design in the early 1970’s in the UK
Howe were a lower profile machine integrating the and Australia. This machine known as the model HW
switch circuit controller (point detection) , throw and became an industry railway standard in these countries.
locking functions and was initially released by GRS in
1910. This machine has been the basis for most of the The most recent development in switch machine technol-
switch machine designs for the next ninety years. ogy has been the Grandmaster line of machines initially
released in 1997, featuring a universal power-brushless
The Model 9B Switch Lock introduced before 1916 motor, a restorable or non-restorable latch-out mecha-
evolved from the earlier Model 9A Switch Lock released nism, split link cam bar, and a footprint supporting easy
in 1911 and its predecessor, Model 1 Switch Lock change out in existing layouts of both the GRS and
initially released in 1905 by GRS. Union Switch & Signal (US&S) switch machine types.
These features were included to satisfy the current
The Model 10 Handthrow Lock initially released for requirements of rail and transit customers. Most recently
production in 1943 remains the standard on RR proper- the Grandmaster has been further updated for improved
ties to this day. performance, robustness and reliability and will serve
ALSTOM Signaling Inc. as the flagship of its switch
The Model 7J and 7K Switch circuit controllers were first machine line, promising a continuation of its reputation
released for production in 1927 and still remain the as a leading Railway Signaling technology innovator.
standard for railroad and transit customers today.
Earlier notable products are Model 3 Form D and Model
5 Form A switch circuit controller released in 1911.

The Model 5 Switch machine designed specifically for

the NYC subway system was released in 1914 and
remains the NYCT standard to this day.

ALSTOM Signaling Inc. 26 Pamplet #1364 – Revision: June 2004

 Model 6 Yard Switch Machine (1926).

Model 2 Switch Machine (ca.1900).

Model 5 Switch Machine (1914).

Model 4 Switch Machine (1907).

Model 55 Switch Machine (1964). Model 5F Switch Machine (1958).

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

27
 Spring Switch Machine (1945).

Speed-Frater™ Yard Switch Machine (1968).

GM4000™ Switch Machine (1997).

ALSTOM Signaling Inc. 28 Pamplet #1364 – Revision: June 2004

SIGNALS

The 1889 East Norwood interlocking plant also used With the advances in opto-electronics, GRS released the
electric motor driven semaphore signals designed by Aurora Highway Crossing Signals in 1997. LED
Taylor. The Model 2 Semaphore was a much improved technology is quickly becoming the standard in Color
design by Taylor and appeared in the late 1890’s. Light Signaling featuring improved visibility and system
W.K.Howe redesigned the semaphore signal which was reliability.
known as the Model 2A and that was released in 1908
and became an industry standard. Over 24,500 With ALSTOM Signaling Inc. beginning a new century,
Model 2A Semaphore units were produced in the a newer Line of Color Light Signals utilizing state of art
first ten years of production. LED Technology is now a key component in the latest
signal product offerings.
Listed below is a summary of many popular models
of signals released since the founding of the company in
1904.

• Type D- Color Light Signals (Vertical) released for

production in 1912.

• Type E- Color Light Signals (Horizontal) released for

production in 1923.

• Type G – Color Light Signal (Triangular) released for

production before 1925.

• Type FA – Color Light Dwarf signals released for

production before 1925.

• Type SA Searchlight Signals released for production in

1927 remain a popular signal to this day. Over
70,000 searchlight signal units have been produced
to date and shipped world-wide.

• Type P – Color Light Signal, a front to back two

position unit was introduced in1925.

• Highway Crossing Signals XA, XB, XC, and XD

were introduced in the 1930’s and 40’s.

• Type W – Color Light Signals were introduced

before 1941.

• Type AT – Color Light Signals introduced in 1931

remain the standard for tunnel signals to this day.

• Type AW – Color Light Signals introduced in 1934

remain the standard for wayside transit signal to
this day.

• Types MD & ME Color Light Dwarf Signals were

introduced in 1930.

• Types U Color Light High Signals introduced before

1937.

• Types V and VA Dwarf Color Light Signals Model 2 Electric Semaphore Signal (ca. 1900).
were introduced before 1937.
ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004
29
 Model 2A Electric
Semaphore Signal (1908).

Type V Color Position Light Signal (1937).

Type D Color Light Signal (1912). Type SA Searchlight Signal (1927).

ALSTOM Signaling Inc. 30 Pamplet #1364 – Revision: June 2004

 Model 2A Dwarf Signal with Rotating Disc for C&NW (1910). Type ME Dwarf Signal (1930).

Type MD Dwarf Signal (1930).

Model 2 Dwarf Signal with Semaphore Arm (1901).

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

31
 Type G Color Light Signal (1925).

Type D LED Signal (1997).

ALSTOM Signaling Inc. 32 Pamplet #1364 – Revision: June 2004

RELAYS

Early relays were essentially extensions of telegrapher

relays adapted for the rail industry. The 1889 East
Norwood plant used a relay to drive a Switch Machine
and a motor driven semaphore signal designed by
Taylor. It is assumed that this relay was a forerunner of
the Taylor Signal Model 1 relay. The ensuing century
saw a vast multitude of relay designs to meet the many
special requirements of the rail and transit industry. A
summary of some of the early popular relays and some
of the current products are listed below along with key
product release dates.

• Model 1 DC Track Relay available in coil resistances

from 4 to 1000 ohms was introduced before the
formation of GRS in 1904. One of the earliest
drawings in the GRS records is of the Relay
Complete, dated November of 1900.

• The Model 2A relay was a popular polyphase rotor

type AC track relay used on electrified rail and
introduced before 1905.

• Model 3, a popular single phase rotor type AC

track relay used on electrified rail and the Model Z
rotor type AC or DC Line Relay were introduced after
1910.

• AC Vane Relays Type C single element were Taylor Track Relay (ca.1900).
introduced after 1920. Double Element AC Vane
Relays Type N and Type L were introduced after
1930. Today’s Type B2 AC Vane Relay was first
introduced in early 1937 and has remained an
industry standard for electrified track.

• The Type K shelf mount DC Relay was first introduced

in 1926 and remained popular until the late 1970’s.
The Type W shelf mount AC Relay was first introduced
in 1926. The Model 9 was the forerunner of the Type
K design and was introduced about 1908.
Model 2 Polyphase Relay (ca. 1905).
• The Type B1 and B2 relays are plugboard mountable
relays designed to satisfying the full spectrum of rail
and transit signaling requirements, were initially
introduced in 1935. These relays have remained the
industry standard for relay signaling to this day, with
over 2 million sold.

• The Type J Relay Non-vital relay was introduced

in1961 and the JT Non-Vital relay was introduced
in 1964.

Model 2 A.C. Relay (ca. 1906).

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

33
• The MICROCHRON Vital Timer Relay, introduced in
1981, is a blend of a traditional B1 vital relay design
with a vital microprocessor timer function to produce a
single design in a B2 package that replaces many
earlier versions of electromechanical vital timer relays.

ALSTOM continues to perfect its electro-mechanical relay

product line satisfying the industry needs for vital and
highly reliable electrical switch gear.

Model 9 Shelf Relay (1908). Type K Size 4 Biased Neutral Relay (1926).

Model 9 Wall Relay (1908).

Type J Non-Vital Relay (1961).

MICROCHRON® Vital Timer Relay (1981).

Type B Size 1 Neutral Relay (1936).
ALSTOM Signaling Inc. 34 Pamplet #1364 – Revision: June 2004
FEDERAL SIGNAL COMPANY DIVERSIFIED ACTIVITIES
In 1905, the Federal Railway Signal Company was During several periods since 1904, GRS has turned to the
organized in Troy, New York, by former employees of development and manufacture of products other than
the Standard Signal Company (A.H. Renshaw and J.T. signaling equipment for railroad and rapid transit
Cade). Standard had been consolidated with the customers. The following paragraphs briefly describe
Pneumatic Signal Company, Rochester, in 1902. these ventures.

Three years later, on February 1, 1908, the Federal During 1915 and 1916, GRS manufactured small
Railway Signal Company was reorganized under the gasoline engines for Cyclemotor Corporation of Rochester,
name of the Federal Signal Company. This company New York. The single cylinder air-cooled engines got up
was located in Albany, New York. In 1913, Federal to 100 miles to a gallon and, together with their rear
took over the American Signal Company, which had wheel belt transmission drive system, weighed only 21
been started in 1904 in Cleveland, Ohio. pounds. They provided a top speed of 25 mph on a level
road.
On November 1, 1923, the business and properties of
the Federal Signal Company were purchased by GRS. WORLD WAR I
At the time of the merger, GRS was doing approximately
30% of the total signaling business in the United States, Before the declaration of war by the United States on April
and the Federal Company about 14%. The consolida- 6, 1917, the J.P. Morgan & Company of New York City,
tion permitted increased production with greater acting as agents for the British Government, placed an
economy, both companies having heretofore maintained order with GRS for artillery shells amounting to about
practically duplicate engineering, manufacturing and $7,000,000. This was, at the time, the largest single
sales organizations, having sales offices in New York order ever secured by a Rochester corporation. This event
City, Chicago and other points. was directly responsible for increasing GRS stock by 33
points in a two-week period.

To manufacture the 9.2 inch shells GRS had to construct

new manufacturing facilities. A contract was made with
the John W. Cowper Company of Buffalo to construct a
new building in 60 days, with a substantial bonus
promised for each dayunder this limit. The building was
completed in 43 days, creating a new record for the
construction of such structures in Rochester.

Rough forgings of the artillery shells, weighing about 300

pounds, were furnished by the Bethlehem Steel Company.
These went through 15 operations in the GRS plant, with
final inspection by representatives of the British
Government.

A total of 80,000 shells were completed on schedule by

March 31, 1917. A souvenir shell was presented to the
Rochester Historical Society in 1919.

Federal Signal Company electric interlocking machine

installed at Utica, New York, on the New York Central Railroad
in the early 1920’s.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

35
 Construction of this building at the West Avenue facility,
for the manufacture of shells, started in November and
completed on December 24, 1915.

GRS manufactured 80,000 9.2-inch artillery shells

for Great Britain in World War I.

A cyclist with a Cyclemotor passing a

Park & Trolley in Rochester, New York.

The Cyclemotor as applied to an ordinary diamond-frame bicycle.

ALSTOM Signaling Inc. 36 Pamplet #1364 – Revision: June 2004

COMMERCIAL CASTINGS

Left crippled by government intervention during World By 1925, with a general upswing in business and GRS
War I, the railroads were financially unable to resume stock taking a jump from $100 per share to $400 per
their signaling improvement programs for some time. To share, the production of household appliances went
keep its skilled forces available, GRS turned to the into full swing, and national distribution was being
production of castings for commercial purposes and the considered.
manufacture of major household appliances.

Quoting from an article in the Rochester Democrat and By 1926, the tide had turned, and it was felt necessary
Chronicle, dated June 13, 1920: "The magnitude of the to direct the company's efforts toward its rapidly grow-
business of the Signal Company impresses the visitor at ing signal business. As a result, G-R-S Products, Inc.,
the Lincoln Park Works. He finds that a large number of was liquidated. Concentrating on the signal business,
the leading industries of this city and country are its the year 1926 showed the highest net income in the
customers and that it is an important cog in their manu- company's history, reaching almost four million dollars.
facturing wheels. It is plating parts of one of the
country's most luxurious automobiles (the Cunningham).
Castings of aluminium, brass, iron, and other metals are
made by it in raw and finished form for industries
requiring the finest of work...."

"..... The industries dependent upon the Signal Com-

pany for manufacture of parts are clamoring for in-
creased output and the company finds itself unable to
take all the orders which come to it."

The foundry was expanded at this time to handle the

increased tonnage of commercial castings. Among other
improvements, a large electric steel furnace was in-
stalled. The foundry was completely renovated in 1959.

GRS PRODUCTS, INC.

In 1920, G-R-S Products, Incorporated, was formed as a

subsidiary of GRS to manufacture and sell electrical
clothes washing machines. After only three months of The GRS Clothes Washer – Good Reliable Servant.
production, the output on washers reached what was at
that time a remarkable output of 30 per day. Reports
from dealers indicated that the washers were highly
regarded by their owners.

In 1922, the subsidiary company placed an electric

dishwasher on the market. "Banished is the dish cloth,
vanished are the reddened and roughened hands," was
the sales slogan.

GRS felt at the time that by thus diversifying its products,

the volume of business would in the future show less
violent fluctuation, thus enabling the company to main-
tain an organization and employ facilities on a more
economical basis than in the past.

Following the acquisition of the Federal Signal Company

by GRS in 1923, the manufacture of non-signaling
devices, the clothes and dishwasher, was transferred to
GRS Dishwasher.
the former Federal plant at Albany, New York.
ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004
37
PRISON CELL DOOR LOCKS AIR TRAFFIC CONTROL

In 1940, GRS developed, in cooperation with the In 1941, GRS engineers directed their attention to
Federal Bureau of Prisons, a control system for prison applying the basic principles of safety engineering to air
cell door locks. This system provided for the locking, traffic control. As a result, a GRS approach control
unlocking, opening, and closing of cell doors as well as system was installed in 1945 at LaGuardia Airport in
for indicating the positions of the doors. New York. In the early 1950's the company furnished
several airports with a system which provides joint
During 1941, three installations were made: Federal altitude control of airway traffic control over a "fix," or
Prison, Alcatraz, California, and penitentiaries at intersection, in the air.
Lewisburg, Pennsylvania, and Petersburg, Virginia.

Control Panel (below) and prison cell door lock (above)

installed at Alcatraz in 1941.

Air Traffic Control Master

Control Station in Rochester
(below), typical ATC Block
Station in Albion NY (right),
ATC aircraft antenna
installations (above) in 1948.

ALSTOM Signaling Inc. 38 Pamplet #1364 – Revision: June 2004

WORLD WAR II VEHICLE TRAFFIC CONTROL

For more than 5 years prior to the Pearl Harbor attack, In the late 1950's, GRS started the development of
GRS had been designated by the Ordnance Department systems for the detection and surveillance of vehicular
to manufacture 105 mm, M1 shells for the military in the traffic. In 1959, the company introduced the first
event of an emergency. In February of 1940, the first ultrasonic detector for highway traffic signal control. The
contract was awarded for the machining of 1,250,000 detection element, commonly referred to as "green
shells. turtle," was suspended over the roadway in advance of
a traffic signal; the electronic portion of the system was
By purchasing additional plant facilities, the company housed in an aluminium case mounted on the detector
was able to increase output by 200% after production mast near the ground.
had started in 1941. This new plant was the first in the
country to be completely power- conveyorized from raw Subsequent developments by 1964 led to the installation
forgings to the painted shell. The top production of ultrasonic detectors used for traffic surveillance on the
reached 500,000 shells per month in June 1942. The Eisenhower Expressway in Chicago, the John Lodge
Ordnance Department stated in 1945 that the Expressway in Detroit, and the New Jersey Turnpike.
company's shell plant was generally considered to be GRS also supplied systems for parking garages, which
one of the most efficient in the country. This was in large used ultrasonic detectors for check-in, check-out pur-
part due to the new manufacturing processes developed poses.
by GRS engineers.
In 1966, GRS supplied a computer-controlled traffic
The company received a contract from the Air Corps, in signal system to the City of Buffalo to improve traffic
1942, for the production of remotely controlled turret flow on Main Street.
systems for B-29 long-range bombers. By August of
1945, when the contract was terminated, the total With strong competition from long-established suppliers
production was 2100 completed sets of this ingenious of vehicle traffic control devices, GRS withdrew from the
and complex equipment. field in the middle 1970’s.

Country’s first completely power-conveyorized system

speeds assembly of 105-mm shells in World War II.

Remote control turrets for B29 bombers Typical ultrasonic detector installation on an urban street.
were made by GRS during World War II.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

39
 Surveillance control center, John Lodge Expressway, Detroit.

OTHER DIVERSIFICATIONS

In the early 1980's, GRS embarked on a program of

diversification and expansion primarily into the allied
transit bus industry under the direction of its newly
formed Business Development Division. Through acquisi-
tions of Chicago-area companies, GRS supplied bus
control systems, public address and related radio and
electronic products (Midwest Electronic Industries), and
a complete line of fare collection systems (General
Farebox Incorporated). This division became an inde-
pendent division of General Signal in the late 1980’s.

In addition, the company purchased Electric Panelboard

Company of Rochester, a speciality designer and
manufacturer of custom-fabricated process control
panels and consoles, sheet-metal cabinets, power-
distribution equipment, and other sheet-metal and wiring
fabrications. The wholly owned subsidiary was a major
supplier of GRS control system consoles and wayside
electronic equipment housings. Electric Panelboard This GRS electric interlocking machine was
Company was absorbed into GRS in the early 1990’s. supplied to the Barcelona Metro in 1924.

ALSTOM Signaling Inc. 40 Pamplet #1364 – Revision: June 2004

FOREIGN BUSINESS Spain
Automatic block signaling was introduced in Spain in
GRS systems and equipment are in service in almost 1922, installed on the MZA Railway between Barcelona
every country in the world in which railroads exist. and Mataro. The Barcelona subway was signaled in
1924, followed by other subway installations in Madrid.
United Kingdom GRS Iberica, Limited, formed in 1930, continued to
The International Pneumatic Railway Signal Company of furnish GRS equipment until the Spanish Civil War in
Rochester, formed in 1900 by the Pneumatic Railway 1936. In 1951, a license was granted by GRS to
Signal Company, furnished signal equipment through Marconi Espanola, S.A., for the manufacture of GRS
manufacturing connections in the United Kingdom. In equipment in Spain. The first cTc in the Iberian Peninsula
1901, through the Continental Hall Signal Company, an was supplied through Marconi to the Spanish National
electric interlocking machine was supplied in Luxem- Railways in 1952. GRS Iberica, S.A., an associated
bourg at Petange on the Chemins de Fer and Minieres company, was incorporated in 1961.
Prince Henri.
Italy
In 1916, GRS supplied the first electric interlocking in GRS interests in Italy had been in the hands of S.A.
England, which was installed at Victoria Station, Lon- Scipioni Innocenti Bologna (SASIB) for many years prior
don, on the South Eastern and Chatham Railway. The to and after World War II. In 1960, American Machine
original control machine for this installation went down and Foundry (AMF) acquired control of SASIB, so that
with the sinking of the RMS LUSITANIA in1915. In the GRS Italian licensee was called AMF-SASIB.
1926, Metropolitan Vickers-GRS (MV-GRS), Limited, was
formed in the United Kingdom, closely followed by Rail Netherlands
Brakes, Limited, for the manufacture of signaling equip- In the early 1920's, electric interlocking systems were
ment to GRS specifications and designs. The world's first introduced to other European countries. In 1947,
NX (eNtrance-eXit) pushbutton interlocking, a GRS Spoorweg Sein Industrie was formed in the Netherlands
development, was installed at Brunswick, England, in for supplying signal equipment to certain European
1937. The first NX interlocking in South Africa was countries. After this arrangement was terminated, an
installed in Johannesburg on the South African Railways associated company, Algemene Sein Industrie, was
and Harbors in 1939. In 1942, MV-GRS and Rail incorporated in 1961 to serve this function.
Brakes became subsidiaries of Metropolitan Vickers
Electrical Company, Limited, London. MV-GRS supplied Central and South American Countries
signaling equipment throughout the British Common- Since 1913, GRS has supplied signaling equipment to
wealth, including large quantities in Australia, India, various South American countries. The GRS relationship
Pakistan, South Africa, and Rhodesia. In 1960, Metro- with a Brazilian company, Cia. Brasileira de Material
politan Vickers Electrical Company became a subsidiary Ferroviaria (COBRASMA) , commenced early in 1945.
of Associated Electrical Industries, Ltd., and accordingly In 1947, the first GRS retarders were introduced into
MV-GRS, Ltd. became AEI-GRS, Ltd. Chile by the Chilean Exploration Company. In 1960,
GRS de Argentina, S.A., was formed to take care of
GRS interests in Argentina. GRS equipment was intro-
Australia duced into Mexico as early as 1906. Since 1951, GRS
From 1912 through 1917, GRS was represented in cTc, NX, and car classification equipment have been
Australia by R.W. Cameron & Company of New York supplied to the Mexican National Railways through
City. In 1914, the first electric interlocking plant in Henry S. Dabdoub, S.A.
Australia was installed at Adelaide on the South Austra-
lian Government Railways. In the same year, automatic
block signals were furnished for the New South Wales
Government Railways and the Melbourne suburban lines
of the Victorian Railways.

In 1918, GRS Company Proprietary, Limited, was

formed in Australia for the supply of signaling equip-
ment in that country and New Zealand. The first abso-
lute permissive block signaling outside North America
was supplied to the New Zealand Government Railways The 534-mile Sishen-Saldahna ore railroad in South Africa is
in 1921. controlled from this color-video display console.

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

41
INNOVATIVE AND CREATIVE

General Railway Signal Company has been blessed for

100 years with a team of extremely innovative and
creative personnel. This team has harnessed many
technological changes during the century into products
and systems to serve not only the rail and transit markets,
but also several other industrial and commercial markets.

Countless man years have been spent brainstorming,

observing, listening, problem solving, experimenting,
prototyping, and testing to bring a myriad of ideas into
solutions to serve the customers needs.

Some 307 GRS personnel have amassed a total of 2434

patents during the century. Eight individuals have received
more than fifty patents each: J.H.Auer, Jr. (93), Electrical Laboratory at Taylor Signal Co. in Buffalo, NY (1900).
C.S.Bushnell (98), O.S.Field (104), W.K.Howe (191),
T.J.Judge (54), N.D.Preston (88), H.C.Sibley, Jr. (66),
and S.N.Wight (92).

HISTORY OF PATENTS
ALSTOM Signaling Inc.
(formerly General Railway Signal)
Inventors and Number of Patents Issued
Abendroth K W .............
10 C olemanC W ..................
3 G ri
ffith L..........................
2 Lager E P .......................
1 Parker J W ......................
5 Sexton E J Jr..................
1 W iskon H .............1
Albri
ghton R F ..............
13 C oleyN B .....................
39 Langdon A ....................20
G roce G H ......................
1 Parker W L .....................
1 W iegand F B ...........
Shahbaz Z ......................
1 1
AlexanderW C...............
1 C olwellC E .....................
1 Langdon J Law renece ....
1 Parsons E B....................
1 Shook C G .....................
2 W ight LW .............1
All
en W P .......................
1 C onkli H agen R A......................
n T A .....................
1 5 Langdon J LeD roit
..........
1 Patterson H W ................
1 S ibley H C Jr................
66 W ight SN .............
92
Anderson R F .................
8 H agenbach GO ..............
C onnellR ........................
1 1 LaPoll a A .......................
1 PaulJ N ..........................
3 S imm en PJ....................
4 W ilcox 15
C S .............
Andreasen C E ...............
2 2 H ager M .........................
C onrad R........................ 4 Larry E C .......................12
Pearce H J......................
3 S imm en PS ...................
1 W illia
m s R E...........
1
Applem an L ....................
3 H ail
C ook R G........................
1 es W D ...................
56 Lavole SD .....................
1 Persson S .......................
1 S luisM H ........................
1 W illia 2
m son E B..........
Archiba ld R E.................
1 C rai H albleib EA ....................
g F S ........................
9 1 Layton C . E....................
1 PetitW A ........................
6 W illin
S m ith BL .......................
6 g J E.............
26
Auer J H Jr...................
93 C rai H all
g R W .......................
2 F N..........................
3 LeafW B ........................
1 PetittW G .......................
7 S m ith EK .......................
1 W ion G H............. 4
C rai H aner R B Hr
g C R ........................
1 ................
12 Leake R C .....................49
Phelps S M...................
12 W olfe R J.............
S m ith J H.......................
2 2
Balcaen R G...................
1 H ardwick ........................
C rossR K .......................
1 1 Linde r J C .....................13
Phinney R M .................
30 S m ith PW ......................
8 1
W orkma n W H ..........
Balli
etH S ......................
1 H artungR M ...................
C urran J W......................
1 2 LisuzzoF C....................
1 Pickell AC ......................
7 W ormsbecherR P .......
S m ith R R.......................
1 1
Balli
etJ B.......................
2 H eer H W .......................
1 Litt
leR J.........................
8 Plank R ...........................
4 S m ith W R....................
35 W rege W R ............4
Banner F H .....................
3 H eimbach K N................
D alyF A ..........................
5 1 Livingston W L................
9 Plogsted W . J.................
1 W uerpelM .............
Snell AJ.........................
6 4
Barker W M .................
15 D ansbach D J.................
1 H enry W S ....................
22 Lizzard...........................
1 1
Polsky L M...................... W ynn H S.............
Sn yder H O ....................
1 8
Bechto ld R H ..................
2 D asburg A V ...................
4 H entz R..........................
1 Locke W C.....................
1 Polster M A .....................
4 Sn yder J E.....................
1
Belange r E A..................
2 D avis H ewe s R W ..................
on G W ...................
7 19 Poor C O ........................
Luhrs AG .......................
1 1 SouleR M Jr..................
2 Young SM .............12
BenedictF ....................
11 D ay S M........................
20 H eydweill erJ ..................
1 Lundy B A......................
1 Port eousC F ..................
1 Spri ngett LR ..................
1
Bennett J ........................
3 D egen D S ......................
1 H eywood T .....................
1 Zaffarano F P...........
5
Lucarelli AV Sr..............
1 Port er J W ......................
1 S taffordC F ....................
4
Bir
nbaum D .....................
2 D eKrame r A I ..................
5 H itchcock F B...............
31 Post EK .........................
1 S tephenson J ............
E 17
BlaisdellD ......................
4 D eLong C I......................
1 M acano SJ ....................
H ochm an R ....................
1 4 Post H B.........................
1 S tevens O E ...................
3
Blodge tt E O...................
5 D eLong D F ....................
7 H oelscher J R .................
5 M ackey SJ ....................
6 Pow elW T ....................
25 S tevensonC E ...............
1
Bloechi LJ......................
1 D ePalma J A ...................
1 H offM E r M acomber W ..................
J.....................
2 7 Prescott C W ...............
12 S tillman N A ...................
1
Bodde T ........................
4 D icke O H.....................
29 H oltJ ..............................
1 M aderer G G ..................
1 Preston N . D.................
88 S tri
ghtB M .....................
1
Bolton N A....................
24 D inge r R W .....................
3 H oppe W H ...................
10 M aenpaa W K ................
7 Pulverenti . J....................
1 Su tton P.........................
1
Brady T W ......................
2 D iPaolaJ J......................
4 H orma ts M......................
2 M annellLG ....................
1 S wane P H.....................
2
Bram erD W ...................
4 D odge L E.......................
4 H oven M H.....................
1 M arpie T P.....................
1 R ees F X.....................
21 S wanton C ...................
L 8
Branson E H ..................
7 D odgson F . H owa rdJ Y .....................
L................
37 7 R efici
M arsh D B......................
3 R J .......................
1 S vet F .........................
A 1
Bri
xner F W ..................
20 D orschelC H..................
1 H owe W K ..................
191 M arsh G E ......................
6 R eichS ...........................
5
Brockman L ....................
8 D rake C ..........................
1 H uffman J P..................
16 M atthews W J ................
6 R eicha rdW H ...............
42 Taft B.............................
1
Brow n D .........................
1 D ryden G H .....................
1 H ughson J .................
D 25 M aynard W D ................
15 R eid AE .........................
1 Taylor HB ....................
20
Brow n N C L .................
29 D udleyS W .....................
1 M cCauleyD R ................
5 R ekers G ........................
5 Taylor JD .......................
6
BryantS C ......................
2 5 Il
lenberg C J...................
D uffy G E Sr.................... 2 M erkel J R enshaw A H..................
F .....................36 2 Thom son A G.................
1
BuchananJ P .................
1 D urand PH .....................
1 M ersereauD W ..............
4 R enshaw P.....................
1 Towe y M ........................
1
JachinoC .......................
1
Buck R C........................
2 R ice P X .........................
M oore EW ....................12 2 Town sendF .................
10
Jack
Eblovi R..........................
2 son AJ Jr
................
1
Burke J...........................
2 Jackson C T...................
3 M orcom T H R
...................
2 ice W B ........................
1 Town send J J.................
1
Burnett J . Eggebrecht C..................
H....................
3 3 M organ W V ...................
2 R ichm ond C A ................
3 TurnerD E .....................
2
Jacobus JJ ....................
EstwickC F.....................
9 3
BushnellC S.................
98 M orse C W.....................
4 R ossellJ.........................
1 Twit chell C M ..................
3
Johanek G J...................
5
Butler W .........................
2 Fair banks E B.................
2 Johnson SG ...................
1 M urphy D J
. R oss
....................
1 L A
.........................
6
M urra Vande SandeG ............
R oss O A........................
y J R .....................
1 6 10
Cade J T........................
1 Judge T J.....................
Ferm G O ........................
9 54 VanWo rmer R P .............
2
R udd ..............................
1
Fiel
CarrollEJ......................
1 d O S .....................
104 Nilson F C ......................
2 Vaughn J ......................
I 3
Karl et J G .......................
1 R usick J H ......................
2
CarswellLG ...................
1 Fodge A J.......................
1 V inea l l
E G .....................
1
Kem pst er EB Jr..............
4 R uthe rf
o rd D B................
5
FordH C .........................
Carter A T .......................
8 2 O’Brien J C ....................13
Freehafe KendallH C ..................
r J E ..................
4 27 O’Neil J ..........................
1 W aldron LF....................
2
CasperF T .....................
2 Saint S P........................
3
FreemanS W ..................
6 Knapp J W .....................
3 Ober H P ........................
5 W alleyE D .....................
1
Chappell CV ..................
1 Kovalcik VP ...................
6 Salmon W W .................
12
Christofferson C A ..........
1 FrielinghausK H ...........
28 OhiauH ..........................
1 W ebst
Sarvey J L ......................
1 er O B ...................
1
Kubala R ........................
1 OrpinL H .......................
3 W ells R . F......................
7
Churchill .........................
1 Scheg M A ....................
18
Garber A R ......................
1 Kunde D A......................
1 Osborne J L...................
3 W enholz W W ..............
12
Clarke G E .....................
1 Geer M F ........................
9 Kure L J..........................
1 Schumann LW ...............
1
Clarke J A .......................
1 OvermyerR A................
1 Schwab C E....................
1 W estJ F.........................
1
Gendreau C J..................
1 W etmore AW .................
6
Cloud W D ......................
1 LaForestJ P...................
3 Schwarz PD ...................
4
George F ........................
1 Palermo J J ....................
1 W hitehorn A R ................
5

ALSTOM Signaling Inc. 42 Pamplet #1364 – Revision: June 2004

 Development Department at GRS (1910).

Electronics Laboratory at GRS (1962).

Electronics Laboratory at GRS (1952).

Electronics Laboratory at ALSTOM Signaling Inc. (2004).

Electronics Laboratory at GRS (1962).

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

43
 NOTES

ALSTOM Signaling Inc. 44 Pamplet #1364 – Revision: June 2004

 NOTES

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

45
 NOTES

ALSTOM Signaling Inc. 46 Pamplet #1364 – Revision: June 2004

 100 YEARS

ALSTOM Signaling Inc. Pamplet #1364 – Revision: June 2004

47
 ALSTOM Signaling Inc. - 1025 John Street - West Henrietta, NY 14586 (USA)
Tel.: (585) 783-2000 - Fax: (585) 274-8777 - www.alstomsignalingsolutions.com
P1364 Rev. 7/04
©ALSTOM - 2004 - ALSTOM, The Logo and frameworks are trademarks and service trademark applications of ALSTOM. The other names mentioned, registered or not, are the property of their respective companies.
All information is given for indication purposes only and is subject to change without notice. Photos: GRS Archive