Vermonter Route Signal Update

About 3 years ago I wrote a fairly positive report on the state of signaling on Amtrak's Vermonter route between New Haven and White River Junction. Unfortunately the recent spike in infrastructure spending has had major negative impacts on the New England Central portion of the route within just the past six months. The only good news is that some of the vintage searchlit signaling might hang on for a little while longer, but much of it is already on the way out.

First a quick overview of the old NECR signaling. Originally part of the Canadian National family under the Central Vermont brand, the rail line up the Connecticut River Valley would have likely passed into unsignaled TWC territory if not for the presence of Amtrak's Montrealer/Vermonter on the route that made abandoning the signaling system impossible from a regulatory point of view. The solution to make the signaling more cost effective was what I termed "Centralized Manual Block", with typical single track CTC sidings, but only a single ABS block between them (although technically the distant signal in advance of the next CTC interlocking did a second ABS block in that direction). This resulted in block lengths as long as 14 miles. South of Brattleboro, there was a additional 10 mile segment of non-signaled TWC before a (formerly) isolated interlocked junction between the old CV and Boston & Maine lines. In the 90's the NECR got some money to install a section of new CTC north of Windsor, VT, however this only included block signaling without interlockings with a more sensible 3 mile block spacing.

The first major change was the elimination of the TWC island south of Brattleboro. A new signaled siding was installed in Brattleboro itself, eliminating the old WEST RIVER CTC entrance interlocking and the related northbound searchlight distant signal just north of the Brattleboro station platform. It is not clear if the project included south of the NECR's Brattleboro yard, but if not evidence also pointed to sensibly spaced automatic block signals. Unfortunately the project also included the re-signaling of the EAST NORTHFIELD junction where the former Boston and Maine CT River Main Line splits off with the typical Safetrain Vaders. It is unclear if an additional new interlocking was installed at the south end of the NECR Brattleboro yard.

New block signaling between EAST NORTHFIELD and SOUTH BRATTLEBORO

New NORTH BRATTLEBORO interlocking south of the Brattleboro, VT station.

At the Putney CTC siding, the south end was re-signaled some years back with the notable poor man's bracket mast, however the north end is still searchlit with no evidence of impending changes. The same goes for the diamond crossing at Bellows Falls with cabling that implies a more recent logic update which might fend off searchlight replacement. I did not visit the Walpole siding just north of Bellows Falls, but as of June 2023 there were no signs of reconstruction. the news CTC siding at Claremont is a different story with new signals on the ground at the south end and in place, but no new relay hut yet installed at the north end. Both of these locations will use Vader masts from Progress rail (aka EMD, aka Caterpillar). This siding is also being upgraded from restricted speed to signaled which will allow Amtrak to better use the station-side platform at Claremont at the cost of siding exit dwarf signals.

New signals up at NORTH CLAREMONT.

Between Claremont and Windsor it also appears that new ABS signals have been installed at more regular intervals. The controlled point at Windsor has work going on, but the replacement signal masts are not yet present. A station sign also indicates that the "CTC" between Windsor and White River Jct was at one time operated under Canadian style Occupation Conrail System (OCS) rules. As I understand it this is somewhat analogous to APB system.

Northern extent of the Central VT era CTC.

From a documentation perspective, while I just missed getting photos of EAST NORTHFIELD and WEST RIVER at Brattleboro, I was able to fully document interlockings near Putney, Bellows Falls, Claremont and Windsor. I hope to return shortly and get the remaining signal locations around Wapole.

THE Source for LIRR Tower Information

The rather secretive nature of the LIRR has always made it somewhat difficult to find information about its signaling infrastructure and interlocking towers. However over the past past 26 years Steven Lynch's decidedly web 1.0 LIRR Archive on trainsarefun.com has ballooned into an absolute juggernaut of quality information. In particular the page devoted to interlocking towers covers not only the current stuff, not only the recently closed stuff, but the towers that were displaced by the modernizations of the 1950's, 60's and 70's as well as the old block stations that were displaced by automatic signaling. While the layout is a bit haphazzard, you will not find all sorts of reference material that is still relevant today like photos of now out of service interlocking machines in towers such as VAN and BABYLON.

If you are unaware of this archive check it out, especially if you are doing any sort of LIRR tower writeups, like several I have planned for the future.

Reading Viaduct Signaling Remains

On November 6th, 1984 the last train departed the historic Reading Terminal in center city Philadelphia 4 days after the completion of the Center City Commuter Connection tunnel that allowed through running between the former Pennsylvania and Reading electrified commuter rail systems. Immediately after crews began to rip up the tracks as the tunnel had rendered both Reading Terminal and about 2 miles of elevated main line redundant. This also marked the end of RACE STREET as an active interlocking station and its task of signaling trains in and out of the 13 track station complex from the 4-track Reading Viaduct. Built in 1930 in conjunction of the Reading's own suburban electrification project to replace the previous interlocking from the 1890's, RACE STREET, or "RA" as it was known in the days of the telegraph, would fall to the wreckers ball as the viaduct between Arch and Vine streets was turned into a mix of event space and parking to support the new Pennsylvania Convention Center, that would also employ the Terminal train shed as an event space.

The surprisingly modern RACE STREET ("RA") tower at left.

While the demise of a historic terminal interlocking tower is nothing new, even finding a photos of RACE STREET was devilishly hard due to its position two blocks from the end of the passenger platforms and often located behind stored MU equipment. At 111 levers, RACE STREET's US&S Model 14 machine was as large as the one in HARRIS, but it features only 68 working levers, the same amount as the total number of levers in CORK. In addition to fanning 4 main line tracks into 13 station tracks, it also featured a junction with the single (originally three) track "City Branch" freight line and two storage pockets on the tower side of the terminal throat. The interlocking consisted of roughly 4 parts, each delineated complimentary signals. From north to south this was the outer set of medium speed crossovers, then the City Branch junction with a 3x4 double-slip field, the trailing point double slip ladder and then the final terminal fan. The terminal area made liberal use of Restricted speed routes with no signaled routes in the fan and only a select few in the trailing ladder. Of course this is all mostly academic as everything south of the City Branch junction was demolished  What about north of the junction?

Despite the demolition of both the tower and the core of its interlocking plant, significant artifacts of race street remain in roughly the condition they were left in 1984. This is because the main line viaduct north of Vine Street was abandoned in place as an electric power right of way to reach a rail power substation. While much of the track structure was removed, the overhead lines and their supporting gantries were needed to feed the electric power and attached to those gantries were RACE STREET's 1930 vintage color light signals. In 2012 the substation was replaced, ending active use of the viaduct for rail purposes, and the viaduct became an urban exploration hot spot with plans to eventually convert it into a High Line style linear park.

Working northward, the first surviving signal bridge is on the curve immediately adjacent to the Callowhill 25hz railroad power substation and features northbound high signals 20L and 18L for tracks 4 and 2, in addition to southbound high signals 28R and 26R for tracks 1 and 3.

The southbound 28R and 26R signals featured a full upper head, a middle head with green and red lamps and a Reading style horizontal head with the yellow Restricting lamp. The reason for the middle Green lamp without an accompanying yellow is somewhat unclear but I suspect that R/Y/R Medium Approach was unavailable in favor of R/R/Y Restricting. The only non-restricting signal south of here is on track #2  so both Approach Medium and Medium Clear would be possible.

For northbound trains the 18L and 20L signals are protecting medium speed main line crossovers. Track 4 had no diverging routed and was only supplied with a R/*/Y below the 20L full speed head while the 18L had two regular medium speed routes over the #17 and #15 switches. 

Both the 18L and 20: also feature metal ID tags on the back of the upper signal head. I'll also point out that all of the color light signal hardware is US&S style TR target (tri-light) with unitized lamp housings.

The next surviving gantry hosts the southbound 16R and 14R track 2 and 4 home signals and the southbound automatic track 3 and 1 exit signals. 

The 16R and 14R are mirrors of 20L and 18L except in this case the local track gets the diverging route over the #13 switch. 

The automatic exit signals are also nothing special, although the numbering system is a bit hard to figure out and apply to further automatic that are not on the diagram. It is also important to point out that tracks 1, 2 and 4 were bi-directional with the 16L signal able to display Slow Clear for straight movements, while the 14L on track #3 could only display Restricting.

A mere 800 feet down the line was the first automatic signal location with three northbound signals on tracks 1, 2 and 4, and southbound signals on all 4 tracks. The reason for the asymmetrical signaling was due to the presence of the Reading's MU storage yards on the east side of the line at North Broad. Deadhead moves heading to and from the yard would use track #4 in the shoulder peak.