Some Apalachian Signal News

We first head to the N&W H-Line where ARCADIA interlocking is the next to get hit by the replacement ax. See my previous report for a more detailed status of H-Line signals. This location seems to be pretty accessible for anyone traveling the I-81 corridor this holiday season.

Next comes news from the CSX Big Sandy Sub in eastern Kentucky, known for its surviving C&O signaling. Due to declines in coal traffic, CSX has been removing or shortening passing sidings in a bid to save costs (and sometimes having to restore the sidings in a bid to set money on fire). Anyway while this didn't matter much on the re-signaled main line, its now affecting the classic signaled Big Sandy so expect interlocking removal/automatic downgrade to follow track removal at locations like SK Cabin in Thelma Kentucky. 

Most worrisome is the fate of the milepost 55.7 two track intermediate signal gantry on the other side of town. Although the situation has persisted for the better part of a year, this absolutely constitutes a railfan emergency.

 Finally in another "whoops I missed it" moment, the often photographed "modern" style C&O bracket masts adjacent to US 23 south of Catlettsburg, KY were replaced sometime in 2023. Likely installed in the CSX era, the replacements are typical color light masts displaying the same C&O signal aspects.

Wish I had some better news, but the wins are few and far between.

Washington Union Station CPLs go LED

It appears that the next step in Amtrak's surprising B&O CPL renaissance is the upgrade of those in the Washington Union Terminal area to use LED lamps. Since the terminal area was last re-signaled, the US&S built dwarf CPL's have suffered from low output, possibly lower than the more typical GRS counterparts (US&S was awarded the contract and had to make its own copycat B&O style CPL's as a result). Combined with the overhead catenary, it has made capturing signaling indications on camera rather challenging.

Well now things are on easy mode as you can see here with the incandescent pole pointed 315 signal compared with the gantry mounted 311 and 351 signals displaying Clear and Approach respectively.

For another point of comparison here is the incandescent 189 signal displaying Slow Clear at the end of Track #23.

In addition to the LED's we can see that the orbitals on the gantry mounted signals have received new extra wide backing plates, even if the additional orbital lamps aren't installed. Hopefully the LED conversion won't be limited to just the overhead signals, which do suffer from the extra visibility problems caused by the overhead wires..

The Last N&W CPL Dwarfs?

It's sometimes easy to forget that the PRR position light dwarf signal was also used by PRR ally Norfolk and Western Railway in addition to the regularly sized position lights. Their PL dwarf was even included in the 1959 N&W program to partly colorize their signals resulting in something that gave off definite UK "ground signal" vibes, albeit with the ability to display green.

Although the old N&W has been ravaged by re-signaling projects over the last decade, there are still a number of well preserved lines deep in the Appalachian coal country and Virginia. However the same cannot be said for the N&W CPL dwarf as the N&W had color light dwarf alternatives in its rulebook as early as 1961. Therefore the N&W had a multi-decade head start on replacing its PL dwarfs at the point where NS started to get involved. As of the time of this post, it has been reported that there are only 4 N&W PL dwarf signals remaining in active service at three locations. The first location is Iaeger, WV, the second Coeburn, VA and the third, with two CPL dwarfs, is Cloverdale, VA.

The Iaeger example is immediately adjacent to state route 80 just east of the Tug Fork bridge at IAEGER interlocking, just past the west end of Auville yard on the Pocahontas Division Dry Fork Branch near the village of Hull where the three track N&W position lit full crossover used to be.

The Cloverdale pair are located at the east end of the Cloverdale Branch on the Roanoke District's CLOVERDALE interlocking about 8 miles north of the Roanoke Terminal in Roanoke, VA. The first governs the end of a long industrial track that serves a concrete plant and the second serves as the exit signal for the Cloverdale siding. 

The final location is actually an automatic distant signal on the otherwise unsignaled Toms Creek Branch for COEBURN interlocking on the Pocahontas Division Clint Valley District. It is located just off Tate Ave, a few blocks from the VA state route 158 and the central business district. All three locations are in the vicinity of recent re-signaling efforts and can be considered highly endangered as a couple of other known examples, including another isolated automatic distant in North Carolina, were recently lost.

Of course rare signal types have always popped up before and I'm just reporting on the results of a forum discussion so if you are aware of an N&W CPL dwarf that has been missed please let me know in the comments! The first draft of this post actually missed the Coeburn dwarf so thank you Oakley for pointing it out.

A Second B&O CPL For Baltimore Penn

A year ago I reported on Amtrak replacing the NECIP era cantilever mast covering tracks 7 and 8 at CHARLES interlocking with a pedestal and ground mounted B&O style CPL dwarf. Well at some point over the winter of 2023, CHARLES' ad-hoc cantilever governing track #3 was also replaced by a CPL dwarf. Baltimore Penn Station has always been a land of close clearances, so is this part of a trend that will result in even more new B&O CPL dwarfs? Probably not, but its fun to take a look at the new one on track #3 since there's a bit more history than meets the eye.

Pulling up the 1992 track chart we can see that after the NEC Improvement Project (NECIP) and before the late 1990's expansion of MARC service that restored Track #5 as a stub terminal, tracks 3 and 4 converged past southbound PRR pedestal signals over the 34 switch before passing a second PRR pedestal, 3SA, guarding the convergence with track #1 and ultimate connection into through track #6.

With the MARC expansion, track #4 was extended to its own switch with through track #6 with the 34 switch and 3SA signal being removed.

Photo courtesy B&O Photo Tours

The improvements also left track #3 as the only remaining low level track at Baltimore Penn Station as track #1 was being used as a freight bypass stood off from the platform and protected by a low fence. At this time it was also decided to replace the 3S pedestal with a cantilever mast to raise the pedestal up off the trackbed for some reason. The low level platform would eventually fall into ever more disrepair before being completely taken out of passenger service in the 2010's Track #3 would be used for storage of MARC trains, but the 3S signal was still positioned in relation to the long removed 34 switch resulting in the waste of several carlengths of storage space and extended train movement transit times through the interlocking.

Above we can see the placement of the new temporary(?) 3S CPL dwarf in relation to the 1S pedestal and the insulated joints for the 64 switch. (The 4S pedestal is located under the bridge to the upper left.)

The CPL dwarf has a R-Y-G face and orbitals in the 12 and 6 o'clock position. This is slightly confusing as the 3S lacks any straight routes for Clear or Approach that would utilize the 12 o'clock orbital, but it might be used for a Stop and Proceed marker light in a way that made the wiring easier.

The 3S now joins the 7S as the second B&O CPL in the Baltimore Penn Station terminal area. A fitting turn of events as Baltimore has very few of its namesake CPL signals in service on home rails.

Signal Replacements at DOSWELL and DOGWOOD

The famous DOSWELL bracket mast is probably on the top-10 list of vintage signal survivors and 20 years after the re-signaling project that probably should have doomed it, it appears that time has run out. Located at the RF&P's HN interlocking in Doswell, VA, the Doswell bracket governed southbound movements on main track #3 and the adjacent controlled siding across the former C&O diamond crossing and associated crossovers. Forcibly merged into CSX in 1991, the Richmond, Fredericksburg and Potomac Railroad was one of CSX's odd ducks with cab signals and more northeastern oriented aspects. In the early 2000's, CSX embarked on a realignment campaign to eliminate the non-seaboard signal aspects and replace signal logic where necessary.

In the ~2003 program of signal alignment DOSWELL (HN) also got a full signal logic replacement. However because of the southbound bracket mast's location in the middle of the Buckingham Branch's yard and transloading facility, CSX was content to swap out the bottom yellow Restricting lamp with lunar white and call things a day. In 2012 CSX implemented a second round of re-signaling to eliminate the remaining RF&P era relay interlocking logic, however since DOSWELL had been re-signaled in 2003, no changes were necessary and the bracket stood. 

DOSWELL bracket in 2012

The DOSWELL bracket consists of a Y type mast with two US&S N-type signals with elephant ear targets. There may have been some paint applied back in the 2000's.

Meanwhile, down on the NS Altavista District, new color light signals have been dropped at DOGWOOD interlocking, continuing with gradual re-signaling efforts on the old Virginian main line, similar to those on the Hagerstown District.

Since both of these projects will likely involve only signals and not the interlocking logic, they are likely to move faster than one might expect. If you are within driving distance of either, consider scheduling a summer road trip. 

New Amtrak CPL Just Dropped

As previously covered, Amtrak has been adding new high level platforms to Penn Station Baltimore in support of a redevelopment effort. While my initial focus was on the loss of pneumatic point machines at PAUL interlocking, another side effect is perhaps more interesting.  The new platform has resulted in the, at least temporary, removal of the southbound mid-platform PRR pedestal equipped cantilever signal at PAUL interlocking on track #7 where the former 'F' storage track merges in. The expected replacement would have been to move both pedestal signals to ground  mounted locations, but for whatever reason (lack of clearance?) Amtrak got creative and used a B&O Style CPL dwarf instead.

The B&O CPL dwarf is not only in the NORAC rulebook (largely due to DC Union Station), but also covers all the signal indications that Amtrak would need at this location. The previous cantilever signal was installed with the NECIP project that closed UNION and B&P JCT towers and upgraded the slow speed, doubleslip heavy PRR era mixed traffic terminal with a higher speed passenger oriented layout. Later a second pedestal cantilever would be installed at CHARLES for low level track #3.

CHARLES interlocking features an intermediate signal on track #7 (7SA) so the 7S signal on the cantilever could be observed displaying Approach Slow for a Slow Approach at 7SA for a Stop at CHARLES Baltimore tunnel exit signal 7SB. Although the capability for Approach Slow on the CPL was retained, I was only able to observe the signal moving from Stop and Proceed to Slow Approach to Clear, possibly due to how the other signals were being fleeted.

Slow Approach appears to have replaced straight Approach on the 7S. This seems logical given the short signaling distance, although it may have required also modifying the 1S signal a PAUL and/or 1S signal at BIDDLE.

I will make a point to return and make more observations to more accurately determine the changes.  It also remains to be seen if this is a permanent arrangement or if the cantilever or ground mounted 7S pedestal will return. The switch in the middle of the track 7 platform occasionally causes operational headaches, especially with a positive stop requirement and if money/space is available, extending track F several more car-lengths would likely present the best solution.  

PHOTOS: Inside GLENWOOD JCT

GLENNWOOD JCT, aka WJ, is located in Pittsburgh's Glenwood neighborhood on the banks of the Monongahela River. Built in 1908 by the Baltimore and Ohio railroad, the tower remained in service for almost a century at the eastern end of Glenwood yard before closing in 2003. Like many towers, GLENWOOD JCT was first protected by the massive changes in the industrial economy in the 1980's and 90's before being ultimately ultimately done in by them. Shortly before its closure, one of my foreign correspondents asked for my assistance in visiting the tower while on a North American trip and they sent me the resulting photos after successfully charming their way inside. Twenty years later I was able to visit GLENWOOD JCT myself and combined with the interior photos I hope to cover the tower and its history before its increasingly likely demise.

GLENWOOD JCT In Service in 2003

 

GLENWOOD JCT out of service in 2021

GLENNWOOD JCT is frequently photographed due to its proximity to Pittsburgh's Glenwood Bridge that provides an overhead view of Glenwood Yard. The tower is located on what was known as the CSX P&W Subdivision, a line running to the north and west of Pittsburgh that was incorporated into the B&O in 1884, forming part of their westward main line to Chicago via Youngstown and Akron. The P&W is a slow, curvy route with access to downtown Pittsburgh via a several mile long stub end track that terminated at the Grant Street Station. In 1934 the B&O negotiated trackage rights on the Pittsburgh and Lake Erie between Braddock and New Castle, PA with the vast majority of B&O traffic eventually shifting to that route. This shift is what likely kept GLENWOOD JCT active into the 21st century as both the P&W route and passenger services into Pittsburgh became subject to disinvestment. This combined with CSX's general use of manned interlocking towers on its Main Line between Washington and Pittsburgh up into the early 2000's (with 2, WB in Brunswick and VI in Connelsville, lasting into the 2010's) to keep the tower open since there was a sufficient pool of operators.

GLENWOOD JCT closure came at the hands of the 1999 Conrail merger that shook up CSX's operations between the Northeast and Chicago. Renewed investment in the corridor closed many of aforementioned B&O main line towers and 20 years of Pittsburgh area deindustrialization rendered both the P&W Sub and the once prominent Glenwood Yard that it served, largely obsolete. A wholesale P&W abandonment north of the city was averted by a lease to the Allegheny Valley Railroad. The one hiccup was the use of the P&W between Braddock and downtown Pittsburgh by Amtrak's Capitol Limited which pretty much required signaling on this part of the route. The solution was a complete removal of the interlocking plant and reduction of the line to a single CTC track, which showed exactly how little value GLENWOOD JCT had been providing to rail operations in the area. The AVR lease likely played a role in the tower's survival beyond its closure. AVR didn't own it so they couldn't demolish it, but it wasn't CSX's problem so no need to spend money to remove an asbestos trap. In 2019 AVR purchased the P&W sub outright so we will see if they find a use for the structure at Glenwood yard, demolish it or allow it to burn down "on its own".

GLENWOOD JCT is a 2.5 story wooden interlocking tower built in the B&O style with a variety of updates over its life. The tower consists of an upper operator's floor, a lower floor relay room and a concrete basement level that is only dug about halfway into the ground. This extra half story gives GLENWOOD JCT a noticeable bit of extra height. As the lower floors show no evidence of any mechanical lever frame or pipelines, it is likely that the tower was built was a state of the art power interlocking machine, most likely one from Union Switch and Signal as GLENWOOD JCT was located only a couple miles from US&S's manufacturing plane in Swissvale, PA.

At some point the original interlocking machine was replaced by a familiar US&S Model 14. The tower is also the quintessential example of Tower Window Syndrome as it was built with a fully windowed upper level that by 1983 had seen most of those covered over by solid walls and siding. By the 1990s the remaining full height drop-sash windows were replaced by half height replacement windows. This coincided with the tower being clad in CSX standard beige vinyl siding and the slate roof being replaced by asphalt shingles.

   

Original windows

Many full height windows boarded up

Cheap replacement windows fitted.

Despite all of the modifications, the neglect of the past 20 years is allowing some of the original wooden features to shine through.

GLENWOOD JCT was built on a double track main line that was converted to bi-directional operation around 1980's, likely in conjunction with the expanded PATrain commuter rail service. (See my article on LAUGHLIN JCT for more information about the notable interlocking two miles to the west.) On the main line (P&W Sub) GLENWOOD JCT had both an east and west end, each covering a crossover and a yard access track. The west end was surrounded by a pair of B&O CPL bracket masts while the east end had a single signal bridge with the westbound home signals and eastbound exit signals that supported the bi-directional operation to the P&LE junction BRADDOCK. The inner and outer controlled signals at GLENWOOD JCT created the short signal block in turn motivated the 6 orbital complete B&O CPL at LAUGHLIN JCT as trains approaching GLENWOOD JCT from the west could get a Slow Approach at the 36L or 40L signals for a stop at the 44L or 42L signals which necessitated the use of Approach Slow and Medium Approach Slow (the 11 and 7 o'clock orbitals) at LAUGHLIN JCT.

 

PHOTOS: GREENBELT - The Last CPLs

In the fall of 2014 CSX completed multi-year re-signaling efforts in the heart of its former Baltimore and Ohio territory that included the Philly, Capitol, Metropolitan and Cumberland Subdivisions. B&O style Color Position Lights, some installed as late as the 1990's, were replaced by the typical hooded traffic lights. Beyond the odd siding exit, drawbridge, diamond crossing or distant on non-signaled track, the main line CPL era east of the Ohio River was over. There was however one notable exception on CSX in the form of GREENBELT interlocking in Greenbelt, Maryland. Located just inside the Beltway adjacent to the DC Metrorail-MARC transfer station of the same name, GREENBELT was distinctive in being an interlocking that only really served the MARC commuter train service. These CPL signals would stand for an additional 6 years until their replacement in late 2020. In May of 2020 I went out to GREENBELT for a documentation run so I could present to you photos of The Last CPLs.

GREENBELT interlocking was installed in 1992 as part of a general re-signaling of the Capitol Sub to better support the MARC Camden Line. This saw the elimination of any residual Rule 251 ABS territory, a new Camden terminal complex in Baltimore and the closure of any remaining manned towers such as JD TOWER in Hyattsville. Both the Capitol Sub project and a similar one on the Metropolitan Sub turned out to be some of the last where B&O CPLs were installed new. Like several of the new Capitol Sub interlockings, GREENBELT was commissioned solely for the benefit of MARC commuter trains and consisted of two side pocket tracks that would provide an ADA compliant high level platform connection to DC Metro's new Green Line terminus (The The Americans with Disabilities Act having recently come into force). Pocket tracks were necessary as high level platforms conflict with the clearance envelope of main line North American freight trains. The interlocking consists of two switch pairs, #1 and #2 and 4 signal pairs, 1E/1W. 2E/2W, 3E/3W and 4E/4W.

The signals were in turn broken down into 4 high mast CPLs for the main tracks and 4 dwarf CPLs for the pocket exits. The dwarf signals were placed following the old "right hand" style, while the high masts were not.

In addition to the 12 o'clock orbital for normal routes, eastbound main track signals sported 6 o'clock orbitals for Medium speed diverging movements into the pocket tracks as well as 10 o'clock orbitals for Approach Medium indications for crossover routes at AMMENDALE interlocking, one full signal block beyond GREENBELT.

Eastbound pocket track signals featured a 6 o'clock orbital for diverging routes back onto the main line as well as an 8 o'clock orbital for Medium Approach Medium indications when trains needed to immediately diverge again at AMMENDALE.

 
The westbound signals have a slightly more complicated history. As originally configured westbound main track signals featured both 10 o'clock and 2 o'clock orbitals for Approach Medium and Approach Slow indications respectively. This is because GREENBELT was also one signal block away from the former JD TOWER complex in Hyattsville. Trains approaching from the east would get an Approach Medium for track 1 to 2 crossovers or routes onto the Alexandria Extension at RIVERDALE PARK interlocking. However if a Stop signal was displayed at JD TOWER interlocking, a Slow Approach indication would be displayed (at least for diverging routes) at RIVERDALE PARK due to the short block distance between RIVERDALE PARK and JD TOWER. This then necessitated an Approach Slow capability at GREENBELT.

The westbound dwarf signals operated in a similar manner, just with a full row of lower orbitals including an 8 o'clock orbital for Medium Approach Medium and the somewhat rarer 4 o'clock orbital for Medium Approach Slow.

Failed a Spot check 2

Unlike last time, I'm the one that failed the roll, completely missing a classic signal in the DuBois, PA Buffalo and Pittsburgh CTC Island, even thought I was looking right at it. 🙄

The Last New Old Stuff

Typically this blog tends to cover the last examples of one type of signal or tower or whatever.  As I have traveled around a different, yet related question has come up.  What is the last time some form of classic signaling or signaling equipment was installed new.  Now, I know there are many situations where isolated examples of old tech are refurbished and thrown in as a like for like replacement due to a sudden failure.  I am talking about identifying the last time someone opened a catalogue and picked out an older piece of equipment for a brand new project.  This is interesting as it can create an awareness of when a certain technology or feature might ultimately age out.

Now, I don't have rock solid evidence for most of the following examples, but I am fairly confident in many of them.  If any of you have better information please let me know and I'll make a followup post.  I am also keeping this limited to North American, or possibly just United States railroads and not transit.  

I am going to start off with candidates for the last new interlocking tower built.  Yes in theory nothing would be stopping the construction of new towers in the future, but I think the likelihood of that is pretty low. If we limit ourselves to traditional style, stand alone interlocking towers, I would put my money on HAROLD tower in Sunnyside Queens.  Built in 1986 and arguably still in service I am unaware of anything newer. 

What is unless you count bridge cabins at which point we have the LIRR's LEAD movable bridge built in 1988 and the Henry Ford rail bridge, in LA which I have some evidence of local control, which was built in 1996.  However, newest by a significant margin would be the St. Josephs Movable Bridge in  St. Joseph Michigan, which was built between 2008 and 2012.

Of course if you're willing the bend the rules a bit, the PATH installed a new World Trade Center interlocking tower around 2003 and the Staten Island Railroad built their new TOWER A at St. George in 2004.  Both are still technically railroads, although operated as rapid transit systems.

The next location wraps up three "lasts" up into one.  This would be the last "new" installation of  pneumatic point machines (not counting PATH), the last new installation TR type target signals and the last new installation of B&O CPL dwarfs.  This would be the Chicago Union Station re-signaling project of 1992 that closed HARRISON ST tower on the south end with control transferred to LAKE ST tower on the north end.  Although the CPL dwarfs were largely replaced by LED searchlights barely 10 years later, the pneumatic point machines are currently on their way out and the TR signals are going the way of the CPLs, I believe this project was the last significant use of all three.

Although the interlocking was always pneumatic, it's clear the 1992 project purchased all new parts and components, including pipelines.  Like the super power steam of the 1940's, this air plant used the most modern techniques and materials.

The style TR signals appear to be made from some sort of corrosion resistant metal.

CPL dwarfs were also installed at CNW's LAKE ST as drop in semaphore replacements, but like I said that was not a new project and doesn't count. Speaking of B&O CPL,s when was the last time such signals were used in a new project?  That would be the 1992/3 CTC projects on the CSX Metropolitan and Capitol subdivisions running out of Washington, DC.  These projects, partly funded by the state to increase MARC service, were immediately before the decision was made to switch the former B&O lines to color light signaling, with Viaduct Jct in Cumberland, MD being one of the first examples. I have a 1992 photo of the new CPL's going up on the Met Sub and of course Greenbelt Station and its CPL signaled pocket tracks entered service in 1993.

How about PRR position lights?  Well the last large project to use US&S PL-3 type position light lamps was the Secaucus Connection and Newark International Airport Stations on Amtrak's NEC in the 1999-2003 time frame.  From then on the PL-3 was dropped from the catalogue and Amtrak went to Safetran position light assemblies, which continue to be installed new to this day.

Alright, let's go a bit more mundane and look at the GRS D Type color light signal employed by the Southern Railway amoung others.  The latest major project I am aware of involving D Types was the NJT M&E re-signaling that wrapped up in the 1983/84 time frame.  After that the market quickly went to Safetran CLS-10 and CLS-20 signals.  I am pretty sure NJT was the last as the Southern had a number of split CLS-10 and CLS-20 mast locations on the Southern Main which would have been installed in the 84-86 timeline before left hand signals were allowed. 

For US&S H series searchlights there are a number of good candidates such as the 1986 Amtrak Springfield Line re-signaling, however I think the last H-2/5 searchlight project was the ATSF San Bernardino Sub re-signaling which I think took place in the early to mid 1990's, judging by the construction of the aluminum signal structures. 

I'm definitely going more out on a limb here because there is all sorts of stuff I can't properly investigate up in Canad, but the San Bernardino Sub US&S searchlights have a good claim as the last major install.  Moving to the GRS Model SA searchlights I have even less evidence, however a solid floor is the Conrail re-signaling of CP-HARRIS with SA searchlights in 1992.  If I had to choose something, I would probably choose the Guilford Rail System's Freight Main Line which appears to have gotten a post-1986 makeover, but I do not have high confidence, especially with Canada is taken into consideration.

If I had to speculate on the US&S N series color light signals and their associated "elephant ear" backings I would look to CSX in the late 1990's.  Both CSX and the RF&P installed new N series signals in the 1986-1992 time frame with CSX's Abbeville Sub being a specific example from the 1980's.  I really don't have enough information to go beyond there, however CSX did install some new elephant ear backings with US&S modular color lights on the A Line and on the old RF&P between RO and AF interlockings.  Regrettable, the latter were removed after just a decade of service with the AF rebuild and VRE/Amtrak Alexandria capacity expansion project of the early 2000's.

Well this is what I've been able to come up with for now.  If you have any requests for the "last new" install of something I'll give it a noodle, but be aware that I just don't have comprehensive information for the south, west and Canada.