A blog devoted to explaining the ins and outs of North American railroad signaling, past, present and future. This blog seeks to preserve through photo documentation the great diversity and technical ingenuity of 20th century signaling and interlocking hardware and technology. Related topics cover interlocking towers and railroad communications infrastructure.
Note, due to a web hosting failure some of the photos and links may be unavailable.
I haven't had much to report on lately, but I did save up a few random news items, some good, some bad. On the good side of things I finally discovered why the former DRG&W route has not seen its new signaling cut over between Helper, UT and Grand Junction, CO since it I first spotted it in 2012. Well, Union Pacific has decided not to PTC equip the line due to low traffic volumes, so that's cool.
The former ATSF transcon in Illinois is seeing increasing amounts of re-signaling so if you live in the area get out soon to document the searchlights and signal bridges.
Edelstein, IL
While no stranger to re-signaling efforts, the last searchlight signals on the freight level of Blue Island Jct are now on tap for replacement.
I had also reported on the NS Harrisburg Line re-signaling between Philadelphia and Reading. At first glance it appears that CP-TITUS, at the junction of the old southern Belt Line and the Main Line into downtown, was going to be spared, but as I have learned many times before, looks can be deceiving and the new double crossover between here and CP-BIRD will replace CP-TITUS in its function as a junction. Ultimately that is all CP-TITUS is, a double crossover, just with a lot more complexity and it's otherwise isolated location, accessible only through the locked gate of a private power facility, made NS relocate the track split a mile to the east.
Time for another trip report. This will be my third time covering the California Zephyr Route after previous trips in 2012 and 2014. Unlike before I only rode the train between San Francisco and Denver, but there was quite a bit going on. However, let me begin with some Bay Area news.
On Caltrain the supplementary signal automatic signal locations have been placed in service since my last visit to the peninsula. This has resulted in some remarkably short (for North America at least) main line signal block distances. For example from Redwood City, one can count up to 6 Clear signals in a row in the southbound direction.
Over on BART, the replacement of transit type gooseneck Unilens signals has been gaining speed with the Millbrae complex having its supply replaced by generic traffic light types. However Unilens signals were still in service at a number of other locations.
In the Capitol Corridor a new station is under construction at Fairfield, CA, which will result in the replacement of a number of SP style target signals, however the remainder, including the searchlights at DAVIS, appear to be safe.
The CTC is now active on the Roseville Sub between Colfax and Switch 9, however no new interlockings have been added and a number of the old ABS signals have been left alongside the RoW with the heads turned.
Over the Donner Summit, classic signaling remains in service between Shed 10 and Norden. Elsewhere old SP signal bridges have been generally left in place. This is also true along the old reverse running section between Truckee and Reno with almost all the old center mount signal bridges having been left in place.
All searchlights on the Nevada Sub have been replaced, however the SP tri-lights are safe. WESO interlocking and the Elko sub have been re-signaled, however it appears that the old single direction ABS tracks have been converted to bi-directional ABS. Old SP and WP ABS masts have been removed.
On the former DRG&W route, everything has been resignaled except the stretch between Green River and Grand Jct. This retains the 1960's era DRG&W CTC and pole line. This is all the more remarkable as replacement signals have been up since 2012! However the seemingly safe stretches of searchlight signals on the Moffatt Tunnel Sub have been replaced. On approach to Denver both Utah Jct and Fox have retained classic Rio Grand signaling.
Finally, the new Denver RTD commuter rail uses a Metro North style Rule 562 system with *G* Cab Speed signals placed only at interlockings. Cab signal speeds are Restricting, 15, 30, 45, 60 and MAS with 15 being given departing terminals and Restricting heading into them. This indicates use of a 50ppm slow speed code instead of just relying on a 0 ppm code in all slow speed situations. Also, Amtrak LD trains using tracks 4 and 5 in Denver Union Station only get *R* Restricted Proceed entering the terminal interlocking from non-RTD tracks.
Two weeks ago I took Amtrak's California Zephyr from San Francisco to Chicago, IL recreating a trip I had taken in 2012. Then as now I spent a lot of time in the rear of the train taking photos of the signaling along the line and while it will be months before I am able to post the 2014 photos I can at least report on what is changing signaling wise using images from the 2012 set.
First up is the former Southern Pacific Capitol Corridor between Oakland and Sacramento. This is home to many former S&P target type color light signals and in what counts as good news none were removed since 2012.
DAVIS interlocking, which has the relay logic and unit lever emergency control panel inside the former interlocking tower, is still a searchlight and pole line plant with no new signals in evidence.
Hangin in there.
Of course Sacramento lost its searchlights with the station improvement project.
Moving on over the Donner Pass UP is in the process of converting the double track ABS segment on the western slope into CTC.
On the pass itself past SWITCH 9 the three searchlight signal bridges at MP 172, 174 and 176 are being replaced by a pair of Darth gantries.
Going, going...
The searchlights at SHED are safe for now as are the SP color lights between there and the next Searchlit interlocking at WEST NORDEN. However between there and TRUCKEE all the searchlights have been removed, including several two track gantries on the horseshoe curve. A few have been left in place with signals turned or removed. :-(
Zombified.
Beyond Truckee all the "reverse" ABS signaling is also being prepared to CTC conversion.
Catch it while you can.
Out on the Reno sub the entire western half that is still searchlit and pole lines is currently undergoing replacement. This includes recently resignaled interlockings with new searchlights.
New signals to be replaced.
The western section with SP signals is completely untouched, but the area around Winnemucca had also lost its searchlights and new signals were going in at WESO and presumably the DT ABS Elko sub as well.
Gone.
Kinda good news in Utah where the two track DRG&W main east of Helper has not had the resignaling project begin and the new signals installed between Helper and Grand Junction have only been cut in on the far western end.
Two years and still not in service.
The searchlights in the Grand Junction terminal have also been replaced including the repeaters on the passenger siding.
Now Amtrak trains can be delayed in block.
The DRG&W signals between Grand Junction and Glennwood have also been replaced.
On the Moffat Tunnel sub many of the signals have already been replaced, but a clump of surviving searchlights hang on in the Byers Canyon and Granby area.
