A summer before the major re-signaling project I took a road trip out along the B&O Main Line to see someone about a horse. On the way I made a series of stops to document some of the more remarkable (and accessible) signaling locations west of where HANCOCK Tower used to be in West Virginia (the Wales of the United States, only with more open mines). Two of these locations were on the famous
B&O Magnolia Cutoff, which was constructed in 1914 to bypass the old alignment that followed several bends in the Potomac River as it weaved its way through a series of mountain ridges. The Cutoff consists of a series of 4 tunnels, two high bridges and a number of rocks cuts. Sometimes around 1957 the portion of the Main Line between Mexico and Hancock was outfitted with bi-directional signaling over three main tracks and CTC. The three track portions retained wide
signal gantries that were held over from the earlier days of 4 single direction tracks, but the Magnolia Cutoff was only two track wide so it was equipped with a bevy of CPL bracket masts that has become one of its signature trademarks. (The third track followed the old route before being completely abandoned).
Anyway, I was able to visit the automatic CPL signal locations at
Paw Paw and the eponymous
Magnolia and this turned out to be an inspired move on my part as fast forward 9 months and CSX is preparing a re-signaling effort in the area that will see the elimination of many if not all of the CPLs on the cutoff. This is a real shame as the two bracket masts at Magnolia are one of the most iconic railfan locations on the B&O main line, often being compared to the PRR's horseshoe curve (which ironically lost its classic signals in 2010) and a
photo of them adorns the top of the Wikipedia page on
North American railroad signaling. What makes the Magnolia signals special isn't so much anything about the signals themselves, but their surroundings, specifically the
bridge-tunnel-bridge combination where the B&O main crosses the Potomac river, punches through an imposing ridgeline via the
Graham tunnel, then crosses the Potomac again.
Of course the Achilles Heel of the classic B&O signaling on this route can be seen in
this photo where we can see a thick bundle of wired heading out of the relay cabinets, over to the line of wooden telephone poles and then way in the distance is the scar of cut trees where this same pole line travels up and over the mountain. Multiply this across all 4 tunnels plus the intervening track mileage and you can see how this can become a maintenance nightmare not only keeping the pole line in a state of good repair, but actually getting people out to the location to do the job in the first place.
So anyway while I had numerous photos of the Magnolia signals taken from the rear of passing Amtrak trains, I had never actually ventured out to see them up close. On this trip I sought to change that and I will share my findings here, but I should mention that the actual signals at Magnolia are not very special consisting of a pair of opposing CPL brackets with a pair of 3 aspect automatic block signals on each. Therefore I will try to focus on the humble pole lines that power the signals on their daily routine.
Here we see the CPL brackets facing east. They are approach lit and therefore dark as no trains went by during my visit. While located at milepost 145 they are plated as milepost 6.3 due to the cuttoff getting its own numbering system separate from the signals on the original alignment. When the old main line was abandoned no need was found to replate the cutoff signals.
The signals are simple 3 aspect ABS types able to display Clear,
Approach and Restricted Proceed. The 12 o'clock orbital is illuminated
for all three aspects, but when originally installed the orbital would
darken if the flow of traffic was set opposing to the signal thus
enabling a 4th, absolute Stop aspect. However updated signals rules
have overridden this extra level of safety and the numberplate overrides
the dark orbital making the signal a Restricted proceed even when
traffic is set against it. (The absolute signal of the last interlocking
can be assumed to provide protections against two trains meeting head
on). To say these signals would need a coat of pain would be an
understatement and given the upcoming re-signaling it is doubtful they
will ever receive it.
The westbound signals show an equal amount of corrosion, but at some
point they got some new wiring as evidenced by the somewhat fresher blue
insulation snaking about. The junction boxes on the rear of the
westbound CPLs are of the original large, fluted type.
The
eastbound signals newer compact versions made by GRS and were possibly
installed with the CTC project.
Below view of the westbound bracket showing the steel mesh the maintainer stands on to service the signal heads.
Both brackets were originally painted with a silver base and a black top
to aid in providing contrast for the signal lamps and visibility for
the signal post itself. Eastbound signals are numbered 62 and 64,
westbound 61 and 63.
Other reasons old style bracket masts such as these are tagged for
replacement are the lack of "OHSA compliance" for the ladders and
handholds used by the signal maintainers. Bracket masts must be tall
enough to be visible over trains on intervening tracks so its a pretty
long climb up a very narrow ladder.
Looking at the rear of the eastbound bracket we see the battery box for backup power, the relay cabinets and the bracket mast.
