I recently had to the privilege of riding Amtrak's second daily round trip to Roanoke, VA, allowing for single day excursions to the Star City. A similar second round trip was added to Amtrak's Norfolk, VA service and together these two trains represent the only scheduled Amtrak service on former Norfolk and Western trackage and therefore the only way for one to experience N&W signaling in person. An added benefit is that the reverse peak Roanoke train uses the shorter NEC morning/overnight trainsets with 2+1 seating Business Class section on the rear of the train which provides a railfan view. This would also be my first opportunity to survey the former Southern main line with a unobstructed rear view since Amtrak reversed their LD trainsets in 2015.
The first observation is that NS did not restricting signal capabilities to most of their interlocking signals during their most recent re-signaling protect in the mid-2010s. This allows a train to follow closely behind another in the same direction. Instead following movements need to wait for the leader to clear the block or get permission past the stop signal. Providing for Restricting likely adds a bit more signaling logic to establish direction of traffic. Another change from the former Southern arrangement was that equilateral turnouts have now been given an explicit straight and diverging routes even though both routes have the same speed. On the N&W there remained examples where both routes at the end of a double track segment could get a "straight" clear.
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| Equilateral turnout with "diverging" route and no restricting at RIVERMONT |
South of Lynchburg where the Regionals change between the former Southern and N&W Main Lines, there is an uncommon "full complete" Southern aspect system signal with three lamps with three lights each. The presence of a bottom head is due to the slow speed route to the double wye N&W connection in addition to a medium speed crossover route. It is unclear how approaching movements are informed of the difference between the two routes, but it is likely that *Y*, Approach Restricting, is employed. Although the next signal will not display a Restricting, the former Southern RR rule book listed *Y* as Approach Slow. In theory Approach could also be used. Regardless, this would be a good location to observe the scheduled Amtrak Roanoke movements.
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| Full complete Southern type signals on both tracks at MONTVILLE interlocking. |
In downtown Roanoke there was quite the amazing track and signal complex. Although all of the N&W Position Lights and pneumatic point machines have been removed, the sheer quantity of appliances all visible from the Amtrak Station or public streets makes the location a must visit. Oh, there are also two N&W interlocking towers standing at either end of the corridor.
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| PARK ST tower visible past a variety of N&W pattern color light signals in downtown Roanoke. |
The N&W signal system has a few speed indications, specially in the area of dwarf signals due to the use of PRR type position light dwarfs. Slow Approach (*Y*), shown below for the departing Amtrak trainset, is only able to be displayed on a dwarf signal and also happens to match the NORAC version. Placement of the yellow lamp in the center of a R/Y/G arrangement also allows for Y/G Approach Diverging and R/G Diverging Clear.
On the former N&W Blue Ridge Sub, we had to do a pull-in pass due to long PSR specials hanging out on the main tracks. At WEBSTER interlocking we pulled forward into an occupied block, waited for an opposing train of empty hoppers to pass by over a Diverging Clear, then reversed with a permission past the stop making it likely that the lower head Y on track #1 was for Y/Y Advance Approach and not R/Y Restricting as per the previous commend about lack of Restricting indications.
I'm sure I could go on, but those are the most relevant points from my first passenger train journey over signaled N&W trackage.
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