Somethings up at Deshler

The CSX Toledo Branch is one of the last bastions of CPL signaling and the crossing complex at Deshler, OH is the crown jewel on the line.  I don't have firm confirmation of a full re-signaling project, but something might be up so plan accordingly.

Chicagoland CNW ATS Retired

The Intermittent inductive automatic train stop system in service on two former Chicago Northwestern commuter lines was taken out of service on October 19th, 2019.  UP/Metra received FRA permission to abandon the system due it being generally rendered unnecessary through the deployment of PTC.   Known for its distinctive "upside-down canoe" track mounted inductors, the IIATS system was developed by General Railway Signal in the 1920's and at its peak covered thousands of miles of main line track with the New York Central, Southern and Santa Fe being the most prominent users with the system supporting high speed operation after the ICC 80mph regulation came into effect in 1948.

ATS inductors partly hidden in the snow below Metra UP-Northwest Line Signal 48.

 Although the Central and Southern dropped the system in the 1970's, the Chicago Northwestern installed ATS on the North line to Kenosha in 1952 and the Northwest line to Harvard in 1967.  The system provides a in cab alert if the train passes a signal displaying an indication other than Clear, which the engineer must acknowledge.  Although the system is no longer is service, removing the inductors has not been a priority and there was likely no alterations made to any signal logic as the greatest operational impact of ATS is the pickup shoe mounted to the leading truck of the locomotive or cab car.  The ATS shoe must be properly gauged to prevent false activation or damage as well as tested like any other technical safety system.  The immediate result of the October 2019 retirement was the removal of equipment mounted ATS shoes with the track mounted inductors slated for removal over time.

This means that there is still a window of time for fans to get out there and document the trackside component of the ATS system as installed by the CNW, especially on the Northwest line with its three track arrangement on the UP Harvard Sub.  At this point ATS is still in service on portions the former Santa Fe "Chief" transcontinental route between Chicago and LA, the Surfliner route between Fullerton and San Diego and the New Jersey Transit RiverLINE where it functions as a positive stop enforcement device at interlockings.  Currently UP is undergoing a dispute with METRA over operation of the former CNW commuter routes with UP looking to offload responsibility.  As the North and Northwest lines see minimal freight traffic, an outright sale to METRA could keep the inductors in place for many years to come.  The Southwest Chief route in New Mexico, Colorado and Kansas has the ATS system "out of service" for over a decade, but the equipment left in place due to general disinvestment in the line.

ATS inductors at CY tower in Chicago.

Left unresolved is the fate of the CNW Automatic Train Control two aspect cab signal system.  Although targeted for retirement by PTC, continuous cab signal systems have proven to be a more reliable form of wayside to train communication and the FRA is still generally in favor of ATC as a PTC supplement.  Union Pacific with its extensive network of traditionally cab signaled track, may look to convert the CNW system or keep it in place as the differences can be ultimately handled in software.

Pan Am/Guilford Sale Threatens Heritage Signaling

In case you haven't heard, the Guilford Rail System, sometimes known as Pan Am Railways is putting itself up for sale.  Owned by an eccentric businessman with an unhealthy obsession with Pan Am World Airlines, the Guilford is also known for its aggressive reluctance to spend money, turning it into a preserve of vintage searchlight signals and relay based CTC systems.  Although the Boston to New York main line was partly sold to NS a few years ago and Darth Vader signals have been appearing here and there, the Guilford still uses such heritage practices such as double green clear, offset intermediate heads and bracket masts.

It is so far unclear who will be looking to purchase the Guilford Rail System, NS is unlikely to give up its route into the Bostom market, but the rest of the system relies on the lower costs and flexibility of a regional railroad.  G&W is one obvious choice and they generally take a hands off approach to signaling, but there could be anti-trust concerns given its recent purchases of the P&W and New England Central.  Either way, just another reason to get out and get your signal photos while you can.

MG and AR Towers Face Demolition

The NS PRR Main Line re-signaling project that culminated in the fall of 2019 is claiming two additional victims in the form of AR and MG towers on the famous East Slope of the Allegheny mountains.

AR Tower in 2018

 Closed in 1994 with Conrail's previous effort to eliminate the island of paper dispatching and block operation between Altoona and Johnstown, AR tower, along with MG and SO were left standing due to the retention of pneumatic pair plants and some elements of the 100hz signal power supplies, which were in the way of a demolition operation.  MO tower in Cresson was slated for preservation, but fell apart during the move while SO tower caught fire and burned down in 2009.  C(onemaugh) tower in Johnstown was also demolished about that time leaving AR and MG as the only two PRR Main Line tower still under railroad control.

MG Tower in 2018

Both AR and MG were built in the 1940's as WW2 capacity improvement projects, with MG interlocking itself being built from scratch.  Their strong brick construction helped them outlast their wooden counterparts and there was no reason they could not have stood for many more years.

Both towers were boarded up with their interlocking machines and other artifacts still inside.  Photos taken on July 5th show the two towers being stripped of internal and external items with scrap value or asbestos contamination.  While the demolition of AR seems inevitable, MG's highly remote location, over a mile from the nearest road, has NS apparently looking at demolition bids before a decision is made.  AR's proximity to Gallitzin, PA allowed me to fully document it in 2018, however in the months before MG's re-signaling, reports of a heavy railroad police presence (as well as the long off-road component) prevented a similar effort there.  Hopefully the fan community can preserve any of the more worthwhile items. Stay tuned for further updates and eventually full detail post on AR tower using my 2018 photos.