Page "Wigwag (railroad)" Paragraph 14

Any version could be ordered to operate on the railroad signal standard of 8 volts DC ( VDC ) current or the 600 VDC used to power streetcars and electric locomotives, with little more than a change in the electromagnets.

Most, if not all, of the 600 VDC units were used by PE.

With the conversion to diesel power after PE sold its passenger operations in 1953, those 600 VDC wigwags were gradually converted to 8 VDC units.

There were also some 110 volt AC model Magnetic Flagmen used on several railroads, including Norfolk and Western, Winston-Salem Southbound, and the Milwaukee Road.

Since AC power did not generate good torque, a coil cutoff device was installed that utilized all four magnets until full motion of the banner was obtained, then 2 of the magnets went off line and movement was maintained by the remaining two magnets.

Other options included a round, counterbalancing " sail " for use in windy areas and which were sometimes painted in the same scheme as the main target, a warning light with adjustable housing, a rare, adjustable turret-style mount for properly aiming the signal if space considerations did not allow for the cantilever to fully extend over the roadway and an " OUT OF ORDER " warning sign that dropped into view if power to the signal was interrupted.

The last known example of the turret-mounted wigwag was removed from service in Gardena, California in 2000, while the versions with the warning signs were mostly shipped to Australia.

One surviving example is on display at a railway museum in Victoria, in addition to one which has been restored and now operates on the Puffing Billy Railway.

An example or two of each signal still survive with collectors.