Signals of the Reading and Northern Lehigh Line

Pennsylvania's Wyoming Valley, today home to the Scranton–Wilkes-Barre metropolitan area, was the West Texas or Saudi Arabia of the 19th century due to its massive reserves of Anthracite coal. A premium product demanding premium prices, anthracite coal was the way that industrializing America kept warm in the water months after the landscape had been stripped bare of trees for firewood. This is how the Wyoming Valley could fund the operations of three major railroads (the Lehigh Valley, Central RR of NJ and Delaware Lackawanna and Western) and similarly explain why those railroads seemed to evaporate without a trace when the world moved on to oil and natural gas.

Perhaps nothing optimized the uniquely American phenomena of direct railroad competition like the LVRR and CNJ, whose main lines were both functionally and in some places literally parallel. In the 1960's the anthracite collapse was well under way and a decade before Conrail, the CNJ had decided to throw in the towel and allow the LVRR to consolidate its operations to Scranton. North of its large yard in Lehighton, PA, the LVRR was able to stitch together a hybrid route, using better aligned portions of the CNJ over the Pocono mountain summit between White Haven and Laurel Run. Later, Conrail would choose to use the CNJ main line between Lehighton and Allentown creating a Frankenstein's monster "Lehigh Line" between NYC, Scranton and NY's Southern Tier. As the region's industry continued to shift, Conrail shoveled off the Lehigh Line north of Lehighton to the upstart Reading and Northern in the 1990's.

All this history is necessary to understand why the signaling on the Lehigh Line portion of the Reading and Northern's main line between Reading and Pittston, looks the way it does. Recently made visible by the series of R&N Iron Horse Rambles and its regular weekend Lehigh Gorge excursion service, the current signaling on the upper Lehigh Line reflect its unique history. In the 2024/2025 time frame I was able to gather enough content to put together a signaling guide covering the old Lehigh Line between Mauch Chunk and Pittston.

We begin at R&N's COAL interlocking, which was built new by them to support the R&N's "Main Line" concept between Reading and Pittston, but also its Lehigh Gorge tourist operations. Using a salvaged lattice cantilever mast, COAL connects what was the old CNJ route to the former LVRR route at the south end of the Lehigh Gorge.

Into the 2000's, Conrail (later NS) owned and operated this portion of the Lehigh Line as a double track Rule 251 main line. Traffic was so light that the southbound track was used bi-directionally with northbound trains needing to get a Form D, while the southbound track had its signal system taken out of service and used for R&M excursions and freights. NS moved first to convert the southbound track to Rule 261 (CTC) operation, with the R&N converting the former northbound track to Rule 261 in the late 2010's. Each track has a single ABS signal location in this line segment, NS at LVRR milepost 126 and the R&N's at its own milepost 124.

A quick note on Mileposts. In the Conrail era the Lehigh Line would alternately use legacy mileposts from the CNJ, LVRR and LVRR Mountain Cutoff. The Reading and Northern switched this to its own mileposts that continues the Reading Company chaining from the old Reading Terminal.  Somehow this has managed to match up with the legacy CNJ mileposts within a few tenths, but LVRR mileposts are off by several miles. I will be using the R&N mileposts for most of this article.
 

CP-M&H JCT marked the transition between double track ABS and single track CTC through the Lehigh Gorge and, starting in the 1990's, the start of the Reading and Northern lease. CP-M&H JCT was re-signaled by Conrail around the time of the lease and has the typical Conrail hallmarks of a CorTen steel relay hut and color tri-light signals. What sets CP-M&H JCT apart is the use of "budget" L&W brand modular signals in the tri-lights. It's entirely possible that the lease arrangement had Conrail responsible for some portion of the signaling system (the interlockings still appear in CR's 1997 signal charts) resulting in signaling that looked Conrail, but with different hardware.

When the R&N lease came into force the arrangement still created a gap in the R&N's conceptual Main Line between Mauch Chunk and CP-M&H JCT where they had to run under Conrail rules and dispatching. When NS finally transferred the northbound track to the R&N in the mid-2000's, they were so thrilled to be in total control that they built a new interlocking back-to-back with CP-M&H JCT named INDEPENDENCE.

The mast is for CP-M&H JCT and the dwarf for INDEPENDENCE.

CP-M&H JCT wasn't an isolated re-signaling as it appears that all of the signaling in the Lehigh Gorge proper was replaced around the time of the lease. This was possibly due to the desire to replace any pole line based system due to the inaccessible nature of the right of way in the Lehigh  Gorge. The new Conrail style signaling again reflected the economic decline of the region with a shift to extra long 3-4 mile signal blocks versus the standard 1-2 mile length. ABS signal locations in the gorge are at R&N milepost 130, 133/134 and 138. The 133/134 location split the Jeddo tunnel for visibility reasons.

134S from behind

It appears that the pole line was retained to supply 440v power to the signal locations, however it is unclear if this supply is still in service.

The end of the 90's re-signaling is at the controlled holdout signal CP-WHITE-HAVEN, which is just a few miles shy of the alignment change from LVRR to CNJ. I do not currently know the status of the CNJ main north of Lehighton prior to 1965, but the re-signaling boundary is surely related to the relative utility of the CNJ signaling versus the LVRR signaling. One possibility could be a post-war investment in CTC by the CNJ to cut costs that exceeded the standard of whatever the LVRR was up to at the same time. 

RBMN CTC Gap Slowly Closes

 In my last RBMN signaling update from a speeder video in the winter of 2022, I noticed that turned signals had appeared in the last gap of dark territory on their Main Line between Hometown, PA and JIM THORPE JCT near Mach Chunk. Well as of the Iron Horse rambles of Summer 2024 the gap has closed ever so slightly with the ABS now ending at the turned Milepos 118S intermediate and the formerly turned 118N intermediate now being an active distant signal for JIM THORPE JCT. Although I didn't get a photo of the 118N, the 118S now bears the "END AUTO BLOCK" sign.

Apart from this I noticed no additional signaling changes on the former Conrail Lehigh Line, although I just now realized that the RBMN built a brand new interlocking on the Lehigh Line between CP-DUPONT and CP-LAUREL HILL in order to place out of service a portion of the second main track there.

The "new" SEIDEL interlocking uses the same 1980's GRS type three lamp housing color light signals that are also in place at CP-DUPONT and some nearby intermediates. Likely in place for well over a decade now, I had always assumed it was a Conrail era interlocking.

PU Tower Restoration Update

Former Central RR of New Jersey PU (Phillipsburg Union) tower in Phillipsburg, NJ recently held an open house to shot off the state of the tower's restoration effort. It is affiliated with the NJ Transportation Heritage Museum that, amoung other artifacts, has an operable triple expansion steam pump. I had last visited the tower in 2017 where it was clear that a lot of work had already been carried out, however the Model 14 interlocking machine was a long way from being restored due to massive stripping as you can see below.

I found some photos from the event and starting on the operator's level the Model 14 has recovered a significant amount of levers. We can also see wires indicating plans to reactivate some functionality.

The operator's desk now hosts all sorts of artifacts.

The lower level features a full suite of air compressors and the power board.

 There is also some documentation discussing how the tower was closed and reopened several times by the CNJ as is desperately tried to abandon its operations in PA. I definitely need to get up there again, but I might want to pace myself and wait until more of the Model 14 is functional, just to avoid having to make extra trips. 

NJT (CNJ) ESSAY Tower Demolished

 I have the sad duty to report the demolition of ESSAY (aka SA) tower in South Amboy, NJ. Nominally a CNJ tower on the jointly PRR/CNJ operated New York and Long Branch commuter line, it entered in service on Jan, 7, 1942. Since its closure around 1990 the tower had a second life as a maintenance base and had been kept in good shape. Unfortunately it ran afoul of the Raritan Bay Drawbridge replacement project and was demolished on August 29, 2023.

A few years ago I had caught a report that ESSAY was on track to be demolished, but looking at the EIS plans, it did not appear that the new bridge alignment would impact the tower. Unfortunately it appears that the initial reports were correct and we have lost yet another good condition, late model, brick interlocking tower.

This was unfortunately a more recent example of me not acting on intel of an impending demolition with literally years of advance notice. Unfortunately the location was both off my usual path and was not immediately accessible for photos, especially with all of the bridge construction activity. 

ESSAY controlled a modern interlocking plant with a Model 14 interlocking machine and pneumatic signals. It was located at the south end of the drawbridge and the junction with the electrified PRR Jamesburg Branch. It was also notable for overseeing the largely hand operated power change between electric and non-electric at the South Amboy station where the last operational GG-1s wound up their careers in 1983.

The good news is that NJT is generally supportive of its towers as I, in hindsight regrettably, took the time to visit those at SUMMIT and DENVILLE on the DL&W side back in June.

No More Lehigh Valley Signals on the Lehigh Line

Just got back from a road trip and to my disappointment I discovered that the remaining Lehigh Valley RR signals had been removed from the lower half of the Lehigh Line between CP-67 and Bethlehem, PA.  Caught up in this sweep were the former CNJ/Reading interlockings of CP-ALLEN, CP-CANAL and CP-JU (previously re-signaled by Conrail).  

The project had been underway for well over a year and I had taken the opportunity to document as much as I could, however I missed the two LVRR automatic signal locations at MP 71 and MP 74 as when I passed them by last October they did not appear to be under threat.

Of course the most devastating loss will be the classic LVRR Gantryleaver signal at the site of the former Easton, PA station.  This stout structure was in no structural danger and had been upgraded over the years with railings and walkways, but it appears that NS's commitment to its heritage is limited to more PR friendly devices like locomotives :-(

The former CP-RICHARDS was replaced by a new crossover a few miles to the west as once again the block lengths were stretched to reduce the number of signaling locations. Rule 251 was then replaced by 261 between CP-RICHARDS and CP-BETHLEHEM.  

I was also disappointed to have missed documenting CP-JU.  Although the original CJU plant with pneumatic points and signal bridges had been replaced by Conrail, it was nevertheless a great example of Conrail signaling, complete with searchlight dwarfs.

Finally, the odd arrangement between CP-EASTON and CP-PHILLIPSBURG wherein trains crossing the Delaware River could not get an Approach indication.  Signals would only display Clear or Restricting for following movements.  This was possibly due to some previous restriction regarding trains being stopped on the bridge, however NS appears to have remedied the problem and trains can get Approach at both locations.  I should also mention that CP-PHILLIPSBURG had already gotten new Darth Vader signals installed within the last 5 years for...reasons.

This is yet another lesson about not taking things for granted.  If you have the oppurtunity to photo something, do it ASAP, even if you think you'll have time enough to catch them "later".  If you would to see what I was able to document my Lehigh Line Amtrak Autumn Express photos can be found here and my Easton Roadtrip photos cam be found here.

Reading and Northern News

Wow, I sure don't get to pose a positive news piece very often.  For some time now I have noticed that the Reading and Northern seemed to have been rather wildly bucking the Darth Vader trend and instead opted to purchase vintage signals on the used market.  The first of these were searchlights that appeared at a restored Mahanoy Jct interlocking.  Next I noticed that they had restored an old LVRR (or CNJ) cantilever at the new CP-COAL interlocking north of Mach Chunk. This was clearly part of a pattern and I just had my suspicions confirmed by one of my followers who spotted some additional R&N vintage signal work on an RDC head end video shot in spring 2016.


North of Tamaqua, Pa.  New Westbound Searchlight ABS located adjacent to the Tuscarora Park Road (Route 1015) Grade Crossing.  This approach lit signal governs westbound movements thru Tamaqua Tunnel about a mile in rear .  Note the 2 opposite side brackets for future signal heads.   I assume this will grow to include a 2 headed distant for eastbound movements thru to a new Tamaqua controlled siding that is in the works.  Sort of odd having ABS territory just sort of start like this, but hey, I'm not complaining.

Near the Orchard Road Grade Crossing in Barnesville, PA we see a pair of split ABS searchlight masts standing between the Tamaqua Tunnel and Mahanoy Jct.  This shows the extent of the current Mahanoy Jct signaling island. 

Further up the line the old Catawissa branch, the R&N is restoring HAUCKS interlocking.  Signals will be of the GRS G-head tri-light variety.

Here you can see the new eastbound distant signal going in  near Greenwood Lake along former CNJ trackage close to Lake Drive Underpass.

Finally on the former Reading Main Line south of Port Clinton, PA grant money is paying for a new controlled siding between Mohrsville and Dauberville.  The ends are non-interlocked now, but vintage signals may appear in the near future :-)

Well that's the news from Reading Country.  Thanks to Bill Tarantino for the update!

Bad News with What Could Have Been

Almost all the new I post is of the 'bad" variety, but at the end of today's list I have two examples of the sorts of news we could be having if railroads weren't so slap happy about the scallop shell style Darth Vader signals.

First up it appears that NS has been going after the old Lehigh Line, which is fortunately leased to the Reading and Northern above CP-M&H Junction where NS re-signaling crews can't get to it.  I saw a photo of a train passing under a new southbound cantilever mast at CP-LEHIGHTON, which replaced older Conrail style small target searchlights.

CP-LEHIGHTON was notable for not only a surviving CNJ searchlight on the northbound main track, but also a ghost signal protecting the long removed LVRR main line that ran along the west side of the Lehigh River.  Additional photos can be found here.

NS is also re-signaling CP-253 on the Chicago Line at Port Clinton, OH.  The westbound masts were already given the Darth treatment years ago, but the new job will significantly reduce the length of the interlocking limits by 1000 feet or so.   What I don't get is why the slow speed siding signal is getting upgraded to something with a "straight" route head.  Planned triple-track project?

After dropping new signals all up and down the former Southern main line almost a year ago, NS is taking its time to actually cut them in.

The 32nd St (?) junction complex in Birmingham is probably getting ready to go into its second year as well. 

So would could we be seeing instead of this?  Well not so long ago in Canada new searchlights were still being installed and on right handed masts as well.


Considering LED searchlights are quite popular in the UK, that is one European technology I wouldn't mind importing.

Closer to home the aforementioned Reading and Norther is also installing brand new searchlights and although they are not being used in wider CTC projects, as you can see here the new masts are equipped for that eventuality.