METRA's 16TH ST Tower to Close, Following CY

I just got word that METRA's famed 16TH ST Interlocking tower at the triple crossing of the Alton (CNIC), Saint Charles Air Line and the Rock Island, is slated in close in early April. Built in 1901, the tower and its original Taylor Model 2 pistol grip type interlocking machine have been in continuous service since 1901 or 124 years! Unlike some other towers where the closure comes out of left field, this one has been telegraphed for some time. 16TH ST (and presumably its interlocking hardware) has been falling into increasing disrepair and I am honestly shocked it did not manage to catch fire or fall down on its own.

16TH ST in 2017, it looks worse now.

Cost cutting on the part of Canadian National, starting in 2019, have reduced the 12 diamond plant to just 4, as what had been a Y split of two double track main lines crossing another double track main line, was reduced to two single track lines crossing a double track line. It was clear for some time that once all the work was finished to rebuild the complex crossing to some sort of new standard, the tower would be closed.

Given the wooden tower's condition, its also pretty clear that the tower is beyond saving, even in situ, but I'd expect parts of the interlocking machine and model board to make their way into preservation similar to what we saw with CALUMET about a decade ago. Anyone looking to grab some photos during the final days in service can snag a view from the corner of 16th St and Clark.

In other bad news, the late model Chicago Northwestern CY tower has also been closed by Union Pacific as a downstream outcome of UP looking to transfer METRA commuter operations to METRA itself. The operator at CY had control of the local interlocking and much of the METRA UP-Northwest line, where Metra was the primary source of traffic. This was likely a way to better allocate the costs of dispatching the line. Run from a video display interface for years, control might end up in the METRA operation's center with staffing of the still open LAKE ST tower, also taken over by METRA.

Unlike 16TH ST, CY is of far more sturdy construction and will likely serve as an maintenance base for decades to come like its sibling KEDZIE tower on the UP-WEST line. With these two closures the Chicago area will be reduced to four traditional interlocking towers on main line railroads, LAKE ST (CNW), TOWER A-2 (Western Ave), TOWER B-17 and JB.  Three of these towers are on the METRA UP/CNW-West Line between the CNW Terminal and West Chicago with the fourth being on the Milwaukee West Line.

Nelson Searchlights Doomed by UP Geneva Sub Re-Signaling

 I can confirm that the Union Pacific Geneva Sub (ex-Chicago Northwestern) re-signaling project that I previously reported on is looking ready to doom the the iconic searchlight complex at Nelson, IL.

 Known for its 4-track CNW main line coaling tower and signal bridges, the Nelson searchlight complex had a chance to escape the 2010's signal replacement ax due to late model age (80's/90's) of the CNW signaling.  While some of the signal bridges are vintage, others are tubular aluminum. 

Unfortunately this is well beyond my territory, but hopefully there is someone local able to perform a through documentation including some video of the searchlight wobble. In an additional bummer, Nelson is likely the best example of CNW oval backed US&S searchlights with at least one 4-track signal bridge entirely comprised of 3 headed signals.

Searchlight News

 I just realized that I had a growing backlog of news items regarding searchlight signals, some of it a little bit old, but still worth highlighting. First up the TWC/ABS territory on the end of Harvard Sub north of Harvard, IL is having its US&S H-2 searchlights replaced along with an associated code-line.  There are reports that this will not include CTC, however without any sidings on the track segment the addition of traffic control would be expected. This is the most up to date news so anyone in the area can probably still document the old signals.
 

Next, the former ATSF diamond in Plainview, TX is also losing its searchlights as of November, 2020, so they might alread be gone. 

Next, with the CNW ATC out of service, UP appears to feel free to now alter the interlockings on the Geneva Sub (former CNW main line) between West Chicago and Iowa, which had formerly gotten a reprieve. This will see the replacement of the CNW hallmark oval target searchlights.

Finally I have another case of some signals that got away.  In early 2020, the Guilford Rail System retired the signals on the Northern Main Line between Nashua and Manchester, NH due to low traffic and the generally failing state of the system.

While the above diagram doesn't make this abandonment look that bad, there were 6 automatic signal locations and 3 interlockings north of Nashua compared to only 2 automatic locations and 2 interlockings to the south. What's even worse was that I was in the are last Labour Day, however I was fixated on the Lowell terminal area due to the MBTA's Rule 562 project and didn't even realize that the North Main Line was even signaled.  I passed within 1200 feet of the retired CPN-28 without realizing it was there only to find out a few months that the signals had been taken down.  Not sure what the state of the other locations are, removed or just turned, but its probably still worth checking out.

Chicagoland CNW ATS Retired

The Intermittent inductive automatic train stop system in service on two former Chicago Northwestern commuter lines was taken out of service on October 19th, 2019.  UP/Metra received FRA permission to abandon the system due it being generally rendered unnecessary through the deployment of PTC.   Known for its distinctive "upside-down canoe" track mounted inductors, the IIATS system was developed by General Railway Signal in the 1920's and at its peak covered thousands of miles of main line track with the New York Central, Southern and Santa Fe being the most prominent users with the system supporting high speed operation after the ICC 80mph regulation came into effect in 1948.

ATS inductors partly hidden in the snow below Metra UP-Northwest Line Signal 48.

 Although the Central and Southern dropped the system in the 1970's, the Chicago Northwestern installed ATS on the North line to Kenosha in 1952 and the Northwest line to Harvard in 1967.  The system provides a in cab alert if the train passes a signal displaying an indication other than Clear, which the engineer must acknowledge.  Although the system is no longer is service, removing the inductors has not been a priority and there was likely no alterations made to any signal logic as the greatest operational impact of ATS is the pickup shoe mounted to the leading truck of the locomotive or cab car.  The ATS shoe must be properly gauged to prevent false activation or damage as well as tested like any other technical safety system.  The immediate result of the October 2019 retirement was the removal of equipment mounted ATS shoes with the track mounted inductors slated for removal over time.

This means that there is still a window of time for fans to get out there and document the trackside component of the ATS system as installed by the CNW, especially on the Northwest line with its three track arrangement on the UP Harvard Sub.  At this point ATS is still in service on portions the former Santa Fe "Chief" transcontinental route between Chicago and LA, the Surfliner route between Fullerton and San Diego and the New Jersey Transit RiverLINE where it functions as a positive stop enforcement device at interlockings.  Currently UP is undergoing a dispute with METRA over operation of the former CNW commuter routes with UP looking to offload responsibility.  As the North and Northwest lines see minimal freight traffic, an outright sale to METRA could keep the inductors in place for many years to come.  The Southwest Chief route in New Mexico, Colorado and Kansas has the ATS system "out of service" for over a decade, but the equipment left in place due to general disinvestment in the line.

ATS inductors at CY tower in Chicago.

Left unresolved is the fate of the CNW Automatic Train Control two aspect cab signal system.  Although targeted for retirement by PTC, continuous cab signal systems have proven to be a more reliable form of wayside to train communication and the FRA is still generally in favor of ATC as a PTC supplement.  Union Pacific with its extensive network of traditionally cab signaled track, may look to convert the CNW system or keep it in place as the differences can be ultimately handled in software.

IC / CNW Two Aspect Cab Signaling

In the past I have made reference to various "two aspect" cab signaling systems, specifically those used on the Illinois Central (since retired) and the former Chicago & North Western east-west main line, now operated by Union Pacific.  Aside from the cab signal display of current Union Pacific locomotives this two aspect system can be seen in the cabs of old METRA locomotives and Illinois Central signal rule charts.

If a two aspect signaling system sounds bizarre you would be correct.  It's a pretty fundamental principle that trains cannot stop on a dime and need some warning before encountering an occupied block.  Well the two aspect cab signaling system (Clear and Restricting) adopted by both the IC and CNW worked a lot better than you might think.  A somewhat recent article on Carsten S. Lundsten's US signaling website goes into detail about how the system functioned on an IC single track Automatic Permissive Block segment in Iowa, but it is probably best summed up in this single .gif image.

The cab signal "code" (pretty much the presence of an AC current frequency or even a DC voltage), is transmitted from any signal point displaying an approach indication or better.  Passing a yellow signals will cause the cab signal to drop to Restricting and the train will continue on at Restricted speed until the cab signal returns to Clear.  Both the CNW and IC also used this system in installations without fixed wayside signals except at distants and interlockings.

Alright, now I'll bet you are just thinking this system is horribly inefficient as trains will be crawling at Restricted speed instead of a less odious 30mph Approach.  The key consideration here is to remember the braking time and for most freight trains, getting slowed down from MAS to Restricting will take a good chunk of the Approach block. Let's see what the GCOR Rulebook has to say on this issue.

17.5.1: Over 40 MPH

The high speed whistle will sound when the speed is more than 40 MPH when the cab signal changes to a Restricting aspect.

1. Move the brake valve handle to SUPPRESSION within 6 seconds to prevent a penalty brake application.
2.  When speed is reduced to less than 40 MPH, the high speed whistle will stop and the acknowledging horn will sound.
3.  Acknowledge this horn. If the cab signal continues to display Restricting, speed must immediately be reduced to restricted speed,

If restricted speed is not reached within 70 seconds after the acknowledging horn was acknowledged, a penalty brake application will occur unless the brake valve handle is in SUPPRESSION

17.5.2: Under 40 MPH

The acknowledging horn will sound if the cab signal changes from Clear to Restricting when the speed is under 40 MPH.

1. Acknowledge the horn within 6 seconds to prevent a penalty brake application.,
2.  If the cab signal continues to display Restricting, train speed must immediately be reduced to restricted speed.

If restricted speed is not reached within 70 seconds after the acknowledging horn was acknowledged, a penalty brake application will occur unless the brake valve handle is in SUPPRESSION.

Basically if you are traveling over 40mph, reduce to 40mph and then you have 70 seconds to reduce speed to Restricting (20mph) or at least be making a sufficient brake pipe application to reach that speed after 70 seconds. It's not as efficient as a traditional 3 aspect system, but it likely won't penalize a typical train more than a couple of minutes.  The situation is a bit dicier approaching diverging routes and, especially where no waysides are present, the engineer has to pretty much be prepared to advance on the slowest route unless the home signal can be otherwise made out.

Ultimately the system works, and although it is not as advanced as the PRR version, it did save a lot of expense equipping locomotives with code following relays.  The IC eventually removed it's installation on the Champlain District sometime in the late 80's or early 90's as Canadian National came on the scene. It also goes to show that the engineer doesn't need to know he's approaching an occupied block, just sufficient time to show down before entering the occupied block.

Caught on Camera: ATS Ding

Intermittent Inductive Automatic Train Stop (ATS) was that thing that met the minimum safety requirements for high speed rail as laid down by the Interstate Commerce Commission in 1948, and although adopted by the New York Central, Southern, Santa Fe and others, was pretty much ripped out everywhere it could be after the end of most private passenger operations in 1971.  ATS soldiers on in those few places where it could not be so easily discarded, namely the former Santa Fe transcontinental Southwest Chief and San Diego routes and the former Chicago Northwestern commuter lines out of Chicago.  The latter two routes both feature bi-level cab cars where one can, in various degrees, get a railfan view and hear the going on in the cab, so it becomes possible for one to hear just what sort of alerts this safety alertness system produces.

METRA Up-NW Line Typical ATS Inductor Setup

Now I was expecting something similar to a British AWS activation horn, which is quite loud and designed to get the operator's attention.  However, when I reviewed my video, what I heard in METRA Gallery cab cars was small analogue bell chiming once. You might even need to replay the video a few times as you might miss it right after the train passes the Diverging Clear signal.



In this Amtrak Surfliner video you can hear a small electronic beep right after the passes a diverging signal at T=11:20 and an Approach Diverging Signal at T=6:55.  Again, very underwhelming.



These are just two examples of videos where one can hear the ATS ding, but they cover both types of equipment passengers can reasonably expect to hear a ATS activation from. I may post updates here if I find cab videos from other equipment.

Round Searchlight in an Oval Hole

Everybody knows that part of what makes a searchlight signal a searchlight signal is the round backing.  Be it the large target variety that became the Darth Vader signal of its day or the small target variety that tickled the fancy of the Michigan Central and Conrail, the whole reason the backing plate affixed to signals is called a target is because they are round (with the searchlight at the center).

Round round, get around, I get a round.

 Well some people just have to be different and in the case of searchlights this means the interesting case of the non-round target.  Typically associated with the Chicago Northwestern Railway, oval searchlight targets could also be found on certain parts of the CSX system in what I think was the old L&N territory.  The reason the CNW is known for them is that this style of searchlight appeared at many famous railfaning locations including TOWER A-2 and JB tower in Chicago, in near classic coaling tower in Nelson, IL and at the Rochelle, IL railfan park.

Tower A-2, Clear eastbound on the CNW West Line

The oval searchlights were a US&S product, but don't think that US&S only sold this type of searchlight as they were more than happy to sell the default round backing for their H-2 and H-5 searchlight offerings.  As far as I can tell, the oval backings were a modification of the backing for N-2 style color light signals as seen here in their intended function.

So why go oval?  In the case of the CNW,  much of their signaling involved (sometimes sideways) GRS color light signals with a mid-sized oval backing and the oval searchlights would provide a similar look and feel.  On the L&N their standard signal was the US&S N-series so again, an oval backing would match.  This theory is given credence by this photo of searchlights in former C&O territory near Toledo.  The C&O was almost exclusively a user of US&S N-series color lights.

Of course in other situations the oval backing may have been used for clearance or line-of-sight reasons, like this example in the wilds of Tennessee.  I can't tell if these are simply chopped down N-2 backings or something with completely different dimensions.  I suspect they are simply trimmed down on the sides.

I'll leave you with another photo taken in 1955 that shows the CNW didn't save the oval searchlights just for interlockings.  Here we see a UP passenger train rushing past a pair of what look to be brand new CTC signals on the CNW Galena Division between West Chicago and Nelson.  All 8 searchlight heads are fitted with oval backing plates.  I am uncertain how much CNW territory got these signals and how long they lasted, but it goes to show that oval searchlights can always pop up where you don't expect them.

Two More Chicago Icons to Fall

I guess it serves me right for not checking through the interwebs for a couple of days because when I came back from a trip I found not one, but two pieces of devastating signal news.  The first is that the remarkably preserved CBQ and CNW signal bridges at the Rochelle, IL diamond crossing are all being replaced.  These appear often in railroad media due to the proximity of the Rochelle Railroad Park.  Once again we see both local government and railroad management being completely tone deaf when it comes to the preservation of a local tourist attraction.  Yes, I know new signals are somehow "cheaper", but couldn't an offer have been made to somehow preserve the look and feel of the old setup?  Especially devastating will be the loss of another set of CNW style oval target searchlights.

Across the metro area it appears that the venerable CP-506 is on its last legs.  Located just east of the General Hammond-Whiting Amtrak Station, CP-506 marked the Chicago Line's transition from the Central to the Pensy RoW and featured a position lit west end and color lit west end.  From the photo it appears that the long snaking interlocking limits are being shortened.  It also looks like a third track could be part of the project.

 In addition to CP-506, CP-507 at the opposite end of the General Hammond-Whiting station is also being re-signaled.  This is a bit of a surprise as the interlocking was installed new in the 80's or 90's along with a modern style PL cantilever support, but in this day and age it doesn't matter if the old signals are 5 years or 50 years of age.

 Elsewhere on the Chicago Line NS is continuing its rather haphazard replacement of NYC and Conrail era signaling.  Locations include Huron and Waterloo.

Resignaling is also spreading on the former N&W territory including the well known asymmetric cantilever featuring one CPL and one traffic light.

 Further east there is some work going on at CP-88/CP-BETHLEHEM.  The layout there was already strange so we'll have to see how much of the interlocking is changed.

 The SEPTA West Trenton separation project will mean the end of a great example of Conrail era 4-block signaling between CP-WOOD and CP-TRENT.  If you live nearby try to take advantage of the railfan window for some photos or video.

Out west it appears that the effort to remove the last semaphores from the Raton pass is a bit more extensive than it initially appeared with low cost traffic light signals popping up at multiple locations despite BNSF's capitol improvement freeze due to funding hangups.

Like usual lots and lots of bad news, however I am slowly collecting a few silver linings so stay tuned.