Fall 2017 Reading and Northern Update

So I just got another e-mail from Bill Tarantino in the year since his last update, the R&N has extended its CTC south from Tamaqua towards the shoppe complex at Port Clinton. This segment was placed into service on 09/13/2017.   It consists of 2 new interlockings and 4 sets of twin mast paired directional ABS in between.  Rule 261/CTC now in effect from MP 78.8 (CP CLINT) to MP 105.3 (CP HAUCKS).  All CTC is currently from Port Clinton.  However, operations are expected to be transferred to the new North Reading Tower next year.  I guess that means we'll have a brand new interlocking tower to add to the active list :-)

The new interlockings south of Tamaqua are CP-EQUILATERAL (MP 95.2) and CP CLINT (MP 78.2).  CP-EQUILATERAL is the end of the Tamaqua siding at the site of the old Reading MYRTLE interlocking and CP-CLINT is the entrance to the Rule261 track north of the non-signaled yard complex.

 Bill wrote about the new interlockings:

However, much to my continued puzzlement, the northbound home signal at CP EQUILATERAL like the southbound CP TAMAQUA home signal is a triple head 9 light wired unit capable of displaying all NORAC aspects.  Can’t understand the need for these triples deployment per requirements for right now.   Tamaqua end is somewhat understandable  with a single slow speed 15 mph switch into either the yard or dark territory branch for R/R/G or R/R/Y aspect but why the real need for the middle head then when R/Y would do?   Similarly, Equilateral end is a medium speed Y switch for dual main routing only so why the need for a 3 light lower head.  R/G/R or R/R/Y should suffice. Currently, doesn’t make sense.  Also, at Equilateral, the southbound home signal adjacent to the now passing track is a dual head mast signal and old main track 1 gets the dwarf application.  This arrangement suggests track 2 will soon be employed as the new southbound main at some point but there is no new interlocking at either MBS MIDDLE YARD or MBS LOWER YARD to automatically get trains from the single main track 1 onto track 2 as a routine passing siding application.  I just can’t imagine this will continue to be a manual operation with ongoing track upgrade work and those additional heads.  The only scenario that makes sense for these deployments is an additional new interlocking for MIDDLE YARD or LOWER YARD.  Then, Tamaqua and Equilateral can display various appropriate approach aspects using all 3 heads like Y/R/G.   We shall see.

 It will be interesting to see how the Port Clinton complex just to the south gets treated and signaled.   Andy Muller had those old black multi track truss signal bridges put in place bounding the old RDG Port Clinton Interlocking when they were building out he complex.  But, more complex trackage has since been added.  Just the single diversionary route switch between the Tamaqua and Pottsville Branches is currently powered and controlled from within the PC Tower Office.   But, is not governed by any signaling to date.  Also, wondering if they employ the same treatment shortly before MP 77 where MBS KERNS begins the northbound double track into Port Clinton YL. So, this will all be interesting to follow as well.

Steam friendly right hand mounted paired mast ABS locations along the Little Schuylkill Branch are at MP 91.5, MP 87.7, MP  84.4, MP 81.1.   All are single head type tri-lights with the exception of the south and north bound approach distant signals to CLINT and EQUILATERAL.   These are dual head type G’s for approach aspects.    Also, of interesting note, the ABS at 91.5 are solar powered due to the remote isolated location and lack of a readily available power supply.   

Unfortunately many of the new signal heads are off the modular SafeTrain type, instead of classic US&S TR's or GRS G's or even newer singe housing tri-lights.  However this appears to be an availability issue as this off-brand tri-light was spotted at MP 87.7 and the signals at CP-CLINT are indeed of the classic type.

More importantly a Reading style sideways 2-lamp signal head was placed at MP 84.4.

Apparently some of the ABS signals are displaying an un-Reading *Y* for Advance Approach instead of Y/Y, but I'm not going to complain. I suspect that as the passenger service to North Reading ramps up, the signaling will eventually make its way down in that direction.

Thanks again to Bill for all these great updates.  I'm sure I'll make it out there myself one of these days.  However unlike most signaling emergencies, this one is only going to get better, instead of worse :-)