I just realized that I had a growing backlog of news items regarding searchlight signals, some of it a little bit old, but still worth highlighting. First up the TWC/ABS territory on the end of Harvard Sub north of Harvard, IL is having its US&S H-2 searchlights replaced along with an associated code-line. There are reports that this will not include CTC, however without any sidings on the track segment the addition of traffic control would be expected. This is the most up to date news so anyone in the area can probably still document the old signals.
Next, the former ATSF diamond in Plainview, TX is also losing its searchlights as of November, 2020, so they might alread be gone.
Next, with the CNW ATC out of service, UP appears to feel free to now alter the interlockings on the Geneva Sub (former CNW main line) between West Chicago and Iowa, which had formerly gotten a reprieve. This will see the replacement of the CNW hallmark oval target searchlights.
Finally I have another case of some signals that got away. In early 2020, the Guilford Rail System retired the signals on the Northern Main Line between Nashua and Manchester, NH due to low traffic and the generally failing state of the system.
While the above diagram doesn't make this abandonment look that bad, there were 6 automatic signal locations and 3 interlockings north of Nashua compared to only 2 automatic locations and 2 interlockings to the south. What's even worse was that I was in the are last Labour Day, however I was fixated on the Lowell terminal area due to the MBTA's Rule 562 project and didn't even realize that the North Main Line was even signaled. I passed within 1200 feet of the retired CPN-28 without realizing it was there only to find out a few months that the signals had been taken down. Not sure what the state of the other locations are, removed or just turned, but its probably still worth checking out.
In addition to the Guilford/Pan Am changes on the Northern Main Line, the interlockings at Ayer (slightly to the west) are also in the process of being redone with "Darth Vader" signals. The new signals are already in place, but not yet active (as far as I know).
ReplyDeleteBNSF is gearing up to replace at least some of its searchlights on Lakes Sub. in northern MN. Vaders are up at WSS Chub Lake (in Carlton), but I'm not sure of anywhere else because signal locations are hard to get at. On the bright side, Casco Sub's handful of searchlights appear to be safe for now
ReplyDeleteA couple corrections regarding the statements about the ex-Chicago & North Western lines mentioned in this post.
ReplyDeleteFirst, the work on the UP Harvard Sub north of Harvard, IL (not Harvard, WI as stated) is simple code line retirement, and modernization of an ancient installation. C&NW has a nickname "Cheap & Nothing Wasted", and many of the signals being retired are recycled Union Switch & Signal Model H-2 searchlights rather than the GRS searchlights C&NW preferred. These signals were retired from an abandoned former Chicago Great Western line, and put into service on the Harvard Sub to replace semaphores in the Eighties. The current modernization does NOT include CTC on this lightly-traveled line.
Second, Automatic Train Control on the ex-C&NW Geneva Sub is still in service, and is to remain in service until Union Pacific's application to discontinue ATC is approved. The application is at https://www.regulations.gov/docket/FRA-2021-0011/document and is still pending.
BTW, PTC has been operative on the Geneva Sub for several years, modernized signals or not. The fact that conduit has been laid at Nachusa, IL (as pictured) and new signals erected is certainly a tip-off that those locations will be modernized, along with eliminating the code line and three other relay-based CPs at nearby Nelson, IL. It should not be taken as a sign that the retirement of ATC is a done deal. Only the FRA knows when and if the approval will take place.
Thanks for the updates. I am surprised that the new Harvard line signaling is not CTC as it's pretty rare for railroads to hang onto that sort of legacy operation when the traffic control function wouldn't cost that much more.
DeleteRe the ATC I know its not officially been abandoned, but unlike ACS its pretty hard to defend due to the limited usefulness and oddball nature. Not even sure it can be used to transmit block state like the ACS can.
With all due respect, you are grossly understating the cost differential between ABS and CTC. Upgrading the UP Harvard Subdivision, a lightly-trafficked stub line, would involve a significant investment in power switches and communication equipment. The cost would not be trifling, and is hardly justified on a line that, on an good day, might only see three or four freight trains. IMHO, ABS is good enough – and as noted below, it may even be too much for a line with this paucity of traffic.
ReplyDeleteHonestly, UP would have been justified ripping out the signal system altogether, were it not for the FRA's tendency to frown on the discontinuance of signal systems even where no sane risk assessment would warrant keeping it.
There has been no passenger traffic north of Harvard since 1963, and as far as I am aware, no TIH/PIH traffic runs on this line, so it is not likely to ever be a candidate for PTC. I do not claim intimate knowledge of the industries served by this line, but it would not be unrealistic to view the line north of Harvard as a candidate for spin-off to a short line unless some significant traffic increase. The General Motors assembly plant in Janesville was a significant source of rail traffic, but the plant closed in 2008, and was subsequently demolished.
I am by no means anti-regulation, but the contribution to safety of ABS signaling on this remote outpost of the former C&NW is IMHO non-existent.
I'm having difficulty making head or tails out of your second paragraph about ATC and ACS -- perhaps you could elaborate.
For whatever it's worth, the former C&NW ATC is a simple two-indication system (similar to Illinois Central's ATS, but with the addition of speed control). A 100 Hz AC waveform on the rails is a Proceed, the absence thereof is a Restricting.
It's a quirk of the jargon that both this bare-boned system and the PRR's more robust 4-indication system fall under the umbrella term of "Automatic Train Control."
I tried to add some further commentary about the UP's ex-C&NW Harvard Subdivision last night, but Blogspot ate it, and the hour was too late for me to recreate my post.
ReplyDeleteRailroad south of Harvard (compass southeast), the railroad is double track GCOR 9.15 territory until CP T031 Barrington. There are three holding signals in each direction (in the current of traffic) in this territory.
Between CP T031 Barrington and CP N007 Mayfair, there are three main tracks, with Track 1 being northward and Track 3 being southward. Method of operation on tracks 1 and 3 is ABS under GCOR rules 9.14/9.15. Track 2 is designated as ABS under GCOR rule 9.14.2.
Between CP N007 Mayfair and CP Y002 Clybourn is CTC on all three main tracks.
I believe that at least the territory between CP N012 Deval and CP N007 Mayfair has the coded track circuit hardware to support CTC on all three main tracks, but the outer tracks are not equipped with signals in the counterflow direction, and the industry tracks in this territory lack electric locks. In any event, this portion of the line is not now designated as CTC.
The Metra UP Northwest Line is Metra's second longest and second busiest line in terms of ridership. There has been talk for a decade or longer about extending CTC on the Harvard Subdivision, adding crossovers, and establishing zoned express service à la Metra's BNSF line. Metra's funding situation (and now the pandemic effect on ridership) has left this project as unrealized.
I can add a couple updates.
ReplyDeleteFirst, the last searchlights on UP's ex-C&NW Harvard Sub governed their last train movements around late August/early September.
Second, though Union Pacific's application to the FRA for retirement of Automatic Train Control on the ex-C&NW Geneva Sub is still pending, the B&B gangs have begun to plant bridge foundations for signal bridges and cantilevers at NQ and NY (both at Nelson, IL). One can't get an up-close view of NJ (west of NY) without trespassing, but I suspect work is in progress there as well. As of last weekend (9/26/2021) little (other than that which falls into B&B responsibilities) has been altered.
Thanks for the updates. I'll get something out about the Nelson signals. Damn shame as those are in the modern style :-(
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