L&W PRR Pedestal Signals Appear on the LIRR.

With cast iron PRR type "pedestal" position light signals from US&S long out of production, SEPTA appeared to be the first to purchase ersatz pedestal signals from independent signal manufacturer L&W back in 2019. These boxy LED equipped replacements have subsequently appeared on Amtrak around Philadelphia's PENN interlocking. Well it seems that despite their move towards reduced aspect signaling, the LIRR has purchased some as well with a prominent example now at DIVIDE interlocking.

 While not completely unexpected the LIRR is known to have a sizable stock of pedestal signals that it uses during re-signaling projects to take the place of gantry-mounted PLs until the cutover process. However the number of concurrent signal projects may have exhausted the supply necessitating the purchase of new L&W stock. 

Conrail Signs on the D&H

One of the few interesting things NS still does from a signal perspective is show respect for its former Southern and Conrail territories through the use of those railroads' traditional "station" signs. For the Southern that is a sea green with white lettering and on Conrail that is blue with block white lettering in the Conrail font. In fact NS is so supportive of these heritage signs that they have been spreading beyond their traditional territories with the Southern green signs now seen on the old N&W and more recently Conrail signs on the former D&H. 

 

The specific instance I am making note of today is CP-597 in Afton, NY, an interlocking I previously discussed when it was under attack by a re-signaling project. If you really like your ancestry trivia we now have a former D&H interlocking location, that was amalgamated into Guilford's Main to Pennsylvania "Freight Main Line" with the new milepost 597, and today features NS color light signals with a Conrail station sign and CP designation (CP-597 vs Guilford's CPF-597). Wow, talk about a mixed bag, 

Fire at VALLEY JCT Tower

The Reading Company's late LEBANON VALLEY JCT interlocking tower was built in 1951 with CTC and direct wire control over most of the Reading Belt Line and eventually closed as a staffed interlocking station around 1987. It was used as a glorified relay hut for the next 15 or so years until its complete retirement from railroad use.  When I was able to profile the tower in late 2020 it had become unsecured at the hands of local vagrants and while this was a boon for documentation, I mentioned at the time that the structure was at grave risk of a downward spiral.  A year later the spiral had begun with evidence of both fire and vandalism inside. My prediction was demolition as an attractive nuisance due to the tower's robust brick and concrete construction, but apparently the roof and interior fittings of the operator's floor were made of wood and on Christmas eve 2025 the structure was gutted by fire. 

Photo courtesy Exeter Township Volunteer Fire Company

Demolition is likely inevitable, although the timeline is unclear due to the challenging location. (Amtrak's wooden SHORE tower suffered a fire about 5 years ago and still stands as of this post.) Regardless, anything of historic value that was not already removed was likely destroyed in the blaze.

 

VALLEY JCT joins a growing list of "robust" towers that have been demolished in recent years, many in far better condition. Just another reminder to not wait when it comes to documentary efforts.