RF&P Cab Signals Out of Serice Mid-June

When CSX first announced in plan to discontinue cab signal rules on the RF&P in 2021 I went into some detail about the possible motivations. A year later when the FRA petition was approved (despite a national spotlight on rail safety issues) I again explored some possible timelines for the process. Well it seems that we have our answer and the cab signal system will be taken out of service on June 15th, 2024. 

As a result of the process, I had to assume the worst and I embarked on a program to document the remaining RF&P intermediate signals that somehow survived the great 2010's re-signaling effort. Between 2023 and 2024 I didn't notice any changes on the physical plant so it appears that so far the discontinuation of the CSS has consisted of adding the PTC integration to all of the intermediate signal locations and hand throw switches. Because CSX does not use large visible antennas at every signal location, the process was largely invisible to outside observers. 

 

What this means on a technical level is that for the near term the cab signal codes will still be present in the rails to transmit block state. CSX in its filings indicated that moving to ETMS PTC for ABS speed enforcement will allow it to remove the mid-block code change points where Approach drops to Restricting. Since these are all less than 10 years old and theoretically reliable, it will be interesting to see if this is given any sort of priority. It will also be interesting to see if VRE has to retain the cab signals on its locomotives for the Washington Terminal area, which I heard is planning to actually install cab signaling in the 1st Street tunnels between CP-VIRGINIA and A interlocking. With VRE looking to purchase the Manassas Line, who knows, CSS might make a return. 

PS: Also keep an eye on the patches of former Conrail/PRR cab signaling around Philly. CSX does not have to run equipped locomotives on this territory so they might keep it active for the benefit of NS.

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. 

FRA Approves RFP Sub Cab Signal Removal

The FRA has granted CSX's December 2021 request to discontinue use of cab signals on the former Richmond, Fredericksburg and Potomac route between Washington, DC and Richmond, VA. Several months into a full blown rail safety panic it seems a bit tone deaf for the FRA to approve the removal of a well proven, reliable and completely failsafe signaling mechanism for good old fashioned waysides with a PTC safety overlay, but what do I know. Although we have seen similar cab signal removals by Union Pacific and BNSF, the RF&P cab signals had actually been integrated with the ETMS PTC system in a similar fashion to Norfolk Southern's Conrail territory. This makes CSX's post facto decision to ditch them an unfortunate surprise especially since the railroad choose to extend the northern limits of its RF&P CSS territory to CP-ANACOSTIA within the last decade. 

The motivation for the move is two fold. First, CSX doesn't have to worry about maintaining a large pool of CSS equipped locomotives to run over a single subdivision as well as performing a required CSS test before locomotives run over said subdivision. Likewise Virginia Railway Express no longer has to worry about CSS equipment or tests for its fleet and Amtrak can likely get away with neglecting the CSS on its Washington based diesel fleets. 

Cab Signal pickup on a VRE MP36

The second motivation is that despite the RF&P being "like" the successful PRR/Conrail system, it did have a major shortcoming wherein Medium Clear and Medium Approach signals would draw a Restricting (20mph) cab signal within interlocking limits instead of Approach Medium (45mph) or Approach (30mph) respectively.  This relay era cost saving measure that was never rectified and is likely the basis for some of the claims that the RF&P CSS does not play well with the ETMS PTC system that attempts to rely on the presence of cab signal codes for movement authority..

Like many FRA applications it may be a number of years for CSX to follow through on its plans. Unlike Union Pacific and BNSF that could literally wave away their ATS ATC and ACS systems at the stroke of midnight, CSX actually integrated the RF&P Sub CSS into its PTC solution with ETMS wayside interface units located only at interlockings to enforce the positive stop. Between interlockings the presence or absence of CSS codes would inform ETMS as to the enforcement of restricted speed situations such as an occupied block or open switch. CSX will need to install additional ETMS wayside interfaces at every automatic block signal location and every hand operated switch. Unless this work had already started it is likely to take a year or more before the CSS can be completely decommissioned.

As I have stated numerous times before, use of coded track circuits are both more reliable and provide a greater level of safety than wireless systems. Since the start of 2023 there have been at least two serious ETMS PTC outages to affect both Amtrak and MARC resulting in the cancellation of one or more days of scheduled service. CSS with ATC provides redundant speed control functionality that is completely independent of ETMS that can allow for (in a CYA sense) continued operation during a PTC outage. from an operations point of view CSS allows for mid-block signal upgrades and also provides for an easy path to 110mph service on the RF&P via the eventual extension of Rule 562+ACSES south from the NEC. Removal of the intermediate CSS code change points will significantly raise the costs of restoring CSS or just expanding the number of signal blocks to increase capacity.

For all we know CSX might still change its mind as the current rail safety panic continues to unfold and increases the political liability of removing safety systems to save a buck. Amtrak's plans to extend Rule 562 into the First Street tunnels further questions the cost savings if VRE and Amtrak diesels retain the need to be cab signal equipped for operation into Washington Union Station. In a further bit of irony CSX's purchase of Guilford Rail Service saddled it with additional Rule 562/ACSES territory that it will be unable to shake due to the MBTA. 

It will be interesting to see what happens to the remaining stub of CSS territory on the Philly Sub between CP-BELMONT and CP-PENROSE that was part of the old PRR West Philadelphia Elevated line to the South Philly freight yards. Leading locomotives do not need to be CSS equipped, but the system is still in service with all of the associated "costs".

PTC In Practice - A Passengers Perspective

 It was once again time for my annual round trip to Georgia via Amtrak Trains 79, 19 and 20 and I was actually able to experience some PTC related issues, one on CSX and one on NS, which can perhaps shed a bit of light on how PTC has been impacting passenger trains on the national network.  

SOUTH MILFORD, exact site of the positive stop event.

The first incident took place at SOUTH MILFORD interlocking on the CSX RF&P sub, which is equipped with both cab signals and ETMS PTC (for now). As my southbound Train 79 rounded the curve on Clear signals, the southbound track 3 signal dropped to Stop which tripped the PTC system and put the train into emergency. The train actually got stopped before passing the Stop signal, but the emergency brake application resulted in the crew having to stop and inspect the train. Total delay was about five minutes, but the interesting PTC takeaways were that it was able to trigger an emergency brake application instead of a full service penalty type application typically used with these types of safety system. Penalty applications don't require an inspection and, in the case of freight trains, are unlikely to cause a derailment.  Not sure if this is a passenger or Amtrak specific configuration. 

The other point of note was that the PTC was able to get a notification as to the change of block state after the train already had effective movement authority through the interlocking. This isn't surprising, but it is worth noting.  Not sure how long it took to get the update or if the concurrent cab signal system was involved. Under ACSES and potentially NS's implementation, approaching an absolute signal under restricting cab signals is what triggers the positive stop functionality. Without cabs the update would require wireless data reception. 

Approach Diverging on the Southern Main Line

The second event happened on the Norfolk Southern, Southern Main Line at the Milepost 564.8 automatic signal as it displayed an Approach Diverging (Y/G) signal indication for a diverging movement at BALDWIN interlocking.  For whatever reason the PTC system detected the block as occupied and enforced Restricting speed throughout its entire length. Because this took place at night, this meant a 10mph crawl for nearly 3 miles. The restriction lifted upon taking the Diverging Clear signal at BALDWIN. Engineer notified both the PTC trouble desk and the dispatcher. Total delay for this one issue was a whopping 19 minutes. My takeaway was perhaps a rules modification that allows for a train passing a proceed wayside indication to be relieved of the 1/2 vision stop requirement of Restricted speed being imposed by an erroneous PTC indication upon the permission of the dispatcher and/or PTC trouble desk.

2020 A-Line Trip Report

So I recently had the opportunity to ride Amtrak's Palmetto for almost its entire run to Savannah which would be my first trip since 2018 between DC and Selma and my first time ever south of Selma.  Unfortunately the placement of the baggage car on the rear of the train prevented me from taking a proper survey, but I was able to observe the few remaining bits of interesting signal kit that do survive and because that set is so limited, I can pretty much list them all here with both new and archive material.

Kicking things off the RF&P vintage US&S N-3 intermediate signals are still in place between Spotsylvania and Doswell.  They may have some Darth Vader head mods for 4-block signaling, however the old school 90's hardware is clinging to life.

Speaking of Doswell, the US&S large target bracket mast is still in service for southbound trains.

In case you were wondering, the RF&P FB, MD, HN and GN towers are also still standing.

The next classic signals, again, slightly modified, can be found at CHARLIE BAKER interlocking in Rocky Mount, NC.

On the South End Sub between Rockey Mount and Fayetteville, there are a number of 90's vintage transitional signals that use the large targets and painted mast structures with modular or Safetran hardware.  However in places the integrated hut-masts are being replaced with more traditional single purpose equipment so these might soon be disappearing.

At the Wilson diamond south of Wilson, NC, I spotted this ACL survivor facing the intersecting NS line.

At FLORANCE interlocking in Florance, SC there are some more 90's vintage, Seaboard style US&S large target signals.

File Photo

Finally in Drayton Hall, SC, the drawbridge over the Ashley River is protected by Stop and Check signals in the traditional manner, even if those signals were changed during the recent re-signaling process.

All in all, its not much, but its something.  If you are in the vicinity of any of these signal locations, make sure you pop by for some photos.