I had previously reported on the conversion of at least some North Side MBTA lines to a system of cab signals without wayside signals as part of the ACSES PTC project. However for some time the Guilford Rail System had been resisting this as they were not required to install PTC and they did also not utilize cab signals on their system. Therefore imagine my surprise when I discovered that the Guilford Freight Main Line between CPY-WF and the end of passenger service at Wachusett.
Technically the portion west of CPF-AY in Ayer is part of the NS Pan Am Southern joint venture and with CSX still trying to purchase the Guilford, two cab signal users would dismember the Guilford and would have equipped locomotives available to lead on the freight main line. Still, dealing with cab signal islands is a major headache and it is further puzzling that waysideless cab signals (NORAC Rule 562) would be the preferred method between the back-to-back CPF-AY and CPF-WF where the MBTA trains exit towards Boston. Perhaps the plan is to be able to dive NORAC Rule 280a, Clear to Next Interlocking, bor unequipped movements.
Regardless, we have seen with SEPTA that it seems easier to equip two types of PTC systems than mixing trains equipped and unequipped with cab signals. CSX literally SEPTA-rated itself from SEPTA to avoid a situation similar to what the Guilford is acquiescing to. The good news is that Guilford style signals including target heads and bracket masts are being used in this project. Unfortunately it is likely that fairly new Guilford intermediates with offset heads and double green clear indications may be removed prematurely.
In an interesting turn of events, Guilford or the MBTA have decided to spring for genuine US&S NR-1 target type signal heads instead of an off brand modular approach. No way CSX or any other potential owner would do such a thing.
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