Reading and Northern's Flexible CTC

From loose car switching to running coal fired steam excursions at main line track speeds, the Reading and Northern has a thing those traditional operating methods that other railroads have shunned out of cost and liability concerns. Based on recent observations this also applies to signaling under degraded conditions, which is a real breath of fresh air compared to public transport agencies that are more comfortable canceling service than working around failure. 

RBMN Pittston train having passed Lehigh Line Signal 148S under normal operation

RBMN Pittston train passing Lehigh Line Signal 148N under normal operation

If you recall my post on Lehigh Line signaling locations, the milepost 148 intermediate signals are located on the former Central RR of NJ part of the line and date from that road's ownership in the 1960's. The signals use a route based approach lighting system where the signals are normally dark unless a route is set in the direction they govern. (Opposing signals remain dark unless the track circuit in front of them is occupied.) The CTC is based on pulse code transmission through the rails and the signal logic also dates from the CNJ era. According to locals the section of CNJ era signaling is not the most reliable.

Signal 148N remaining lit after the passage of the #2102 excursion.

Signal 148N at Approach for UP #4014 following the passage of #2102

The situation I am about to describe was a downstream outcome of a minor derailment of the train used for the Reading and Northern's regular weekend excursion service between Pittston and Mach Chunk through the Lehigh Gorge.  This damaged 3 of the 4 cars regularly used in the consist and because the RBMN was hosting both a Reading #2102 and a Union Pacific #4014 steam excursion the next day, it seemed likely that the "regular" Pittston to Mach Chunk train would be annulled. Sure enough, upon arrival at the Milepost 148 location a route had already been established in the northbound direction for #2102 instead of southbound for the Lehigh Gorge train. Upon passage of said #2102 excursion the 148N signal remained lit and then progressed to Clear for what would be the following UP #4014 movement.  

Single car Pittston to Mach Chunk excursion train passing 148N at Clear for UP #4014

However after about 15 minutes the 148N dropped first to Approach and then to Stop and Proceed. It turned out that even with just a single car available, the Reading and Northern was still going to run the "regular" Lehigh Gorge train. However RBMN management was not too keen on a signaling failure for the "celebrity" #4014 train and instead chose to run against an established CTC route. What I observed was the  gorge train roll past the 148N signal and towards the dark 148S signal at around 20mph. Upon entering the overlap circuit between 148N and 148S, the 148S illuminated to display Stop and Proceed. The Gorge train maintained its speed past the 148S and disappeared out of view around a curve.

#2023 and the single Pittston car approaching 148S at Stop and Proceed against the current of traffic.

Because I didn't have a scanner on me I didn't hear the exact details of what was going on, but there are several valid options. The first would be a permission past the stop signal at CP-CRESTWOOD followed by Restricted speed operation to CP-WHITE HAVEN, likely with additional Form D Line 2 authority. However the even speed of the train around curves and no attempt to stop at the Stop and Proceed intermediate signal implied that the Gorge train was moving under Line 6, "non-signaled DCS rules in effect", with an additional Line 2 movement authority. This method removes the need to stop within half vision and obey intermediate signal indications. 

While this method of degraded mode operation is available to all passenger railroads there is a reluctance to use it during signal failures because the crews have very little experience with moving against the current of traffic and track warrants in general. A few extra minutes delay or bustitution is considered preferable to some sort of accident, which of course makes the "lack of practice" issue even worse.