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.

Reading and Northern Video Update

 It's been a good while since my last Reading and Northern update and although there's been nothing earth shattering I was recently tipped off to a cheat code when it comes to exploring the generally less accessible northern division between Scranton and Jim Thorpe. With the general collapse of any other interesting signaling in the region I have been been putting additional time and effort into getting photos of the R&N's newly installed CTC signaling between Reading and Jim Thorpe.  However while the R&N inherited some interesting bits of signaling from the Conrail era, most of it reachable either by boat or long hikes along 20 miles of inaccessible right of way in the Lehigh River Gorge. My Plan A was to try and grab a seat on one of the many R&N passenger excursions however the summer 2020 one was cancelled by Covid and the recently announced one in May 2023 quickly sold out. 

However one of my fantastic readers linked me to a speeder enthusiast's Youtube channel that included a 2022 speeder trip from Reading all the way to Pitson Yard north of Scranton, which is pretty much the entire R&N CTC'd main line. This basically provided all the signal status information you need for either fact of existence or for planning more involved photo trips. Part 1 covers Tamaqua through White Haven in a very respectable 90 minutes with part 2 White Haven to Pitson.

If you don't want to spend 3 hours watching the videos the TLDR is between CP-COAL and CP-WHITE HAVEN the LVRR signaling has been replaced by square Safetran CL-10 modules in a target/tri-light configuration. Between White Haven and Glenn Summit is where the LVRR searchlights appear and finally between Glenn Summit and CP-DUPONT is the land of 1980's non-modular GRS traffic lights.

Aside from closing the gap between the Hometown viaduct and Jim Thorpe, I'm not sure how much more the R&N is planning to expand its CTC, but whatever they do I'll be sure to report on it here. Meanwhile I will continue to gather R&N signal photos for additional less current events type posts.

Reading and Northern Kicks a Field Goal

It's been over a year since my last Reading and Northern signaling project report.  Since that time Rule 261 CTC is in effect from just north of the North Reading yard at RICK to Port Clinton and then again from north of the Port Clinton yard complex at CP-CLINT possibly all the way to the Lehigh Junction at COAL.  A lot of this was indicated in the Winter 2018/2019 report, but one new development is a new interlocking at the MP 78.5 West Hamburg location has been named "MULLER" after Reading and Northern owner Andy Muller.

Although there has been some modern style hardware used in the overall project, at MULLER the R&N signal department managed to source some period correct GRS Model G tri-light heads for the northbound mast, possibly from the recent Reading area signal replacements. 

The R&N also dug up another US&S H-style bracket mast that was popular with the Reading.  This would be their second bracket mast with the first being erected at Tamaqua in 2017.  Although neither use Reading style signal heads (specifically US&S style TRs), I was told that this was original Reading hardware unearthed on R&N property or obtained from NS. 

However the second H bracket appears to have been in a less complete state than the Tamaqua bracket as more of the structure appeared to be modern replacements including all of the base.  Hats off to the R&N staff for rebuilding this rare style of mast when a replacement could have probably been purchased for less money. 

You can see how the restored bracket compares with an abandoned example out of service example on the defunct Reading Newtown Branch.

Winter 2018 Reading and Northern Update

So once again Bill Tarantino has sent me another year end Reading and Northern signaling update.  After signaling much of the line north of their operating base at Port Clinton, the R&N is making a real push to open up tourist passenger service to Reading and therefore is looking to extend the CTC along the Reading Division Main Line between North Reading MP 62 and Port Clinton MP 78.

Bill has made several exploratory and documentary trips to the area over the course of the last 3 months in conjunction with their fall and winter steam excursions.  New signal infrastructure and track work has popped up rapidly like mushrooms overnight.  It appears from the accumulated on-site evidence that more work still remains to be done per the final overall design.

1. MP 62.0 (NORTH READING) 

• Evidence indicates probable site of a new interlocking here.
• New yard track and switch re-alignments completed.
• Two new sidings under construction on the opposite station platform side for engine holding and run around.
• Switch circuit controllers on all switches are in place.
• Old Green & Yellow MBS Station Sign (“N. READING”) has been taken up and moved across the main to the opposite track side across from where it was originally placed.  And, now just leans up against a new double door relay box.  Probably in advance of new Cabin prep work.
• No new cabin or signal equipment or up powered switches yet, probably waiting on finalization of new track work here.

MP 62 NORTH READING – Looking south towards CP BELT

 

2. MP 63.8 (RICK)

• New single switch Interlocking here.
• Will control movements into and out of the north side NORTH READING yard.
• No name plate on the new cabin.  Likely called RICK because the old MBS YL Sign at MP 64 says RICK.  And, this new interlocking just 0.2 miles to the south will supplant it.
• Triple head tri-light 3-3-3 absolute  home signal for southbound main. 
• Dual head tri-light 3-2 absolute  home signal for northbound main. 
• Yard lead siding northbound has conventional 3 light dwarf.

MP 63.8  RICK - Ground Level.  Looking north towards Port Clinton.

MP 63.8 RICK – Overhead shot.  Looking north towards Leesport and Port Clinton. 

3. MP 65.6 (DUAL MAST ABS)

• Southbound dual head tri-light 3-3 serves as distant approach signal for RICK.
• Northbound dual head tri-light 3-3 serves as distant approach signal to MOHRSVILLE for now, perhaps DAUBERVILLE later.
• This emplacement is equi distant between RICK and DAUBERVILLE.  And, could be a telling key indicator of what ultimately happens at DAUBERVILLE.  But, presently, there is no new signal equipment at DAUBERVILLE while there is at MOHRSVILLE which is 1.2 miles further to the north.  But, MOHRSVILLE is a strange animal now.

MP 65.6 DUAL MAST ABS - Looking North, Leesport Grade Crossing is visible in the far distance.

4. MP 67.4 (DAUBERVILLE)

• Presently, no new signal equipment in place.  However, recent white paint lines with arrows and numbers now run across the grade crossing blacktop foretelling  future cabling activity.
• Logical site for a new interlocking connecting the other end of the MOHRSVILLE sidings.
• Track work on the 1.1 mile new siding from MOHRSVILLE was stopped cold here quite some time ago right before the creek bridge about 100 yards north of the grade crossing.   Suspect creek bridge fixes or replacement is the impediment issue here which may take some time to resolve.
• Additional new track work would be needed here including a 75 yard long track siding extension over the bridge to or beyond the grade crossing, integration of a powered interfacing switch to the main and  grade crossing equipment clearance modifications.
• It’s wait and see for now.  

MP 67.4 DAUBERVILLE – Probable passing siding Integration from MOHRSVILLE 1.2 miles to the north is pending.  Likely MOW bridge issue then new track work needed before switch and signaling work.

Fall 2017 Reading and Northern Update

So I just got another e-mail from Bill Tarantino in the year since his last update, the R&N has extended its CTC south from Tamaqua towards the shoppe complex at Port Clinton. This segment was placed into service on 09/13/2017.   It consists of 2 new interlockings and 4 sets of twin mast paired directional ABS in between.  Rule 261/CTC now in effect from MP 78.8 (CP CLINT) to MP 105.3 (CP HAUCKS).  All CTC is currently from Port Clinton.  However, operations are expected to be transferred to the new North Reading Tower next year.  I guess that means we'll have a brand new interlocking tower to add to the active list :-)

The new interlockings south of Tamaqua are CP-EQUILATERAL (MP 95.2) and CP CLINT (MP 78.2).  CP-EQUILATERAL is the end of the Tamaqua siding at the site of the old Reading MYRTLE interlocking and CP-CLINT is the entrance to the Rule261 track north of the non-signaled yard complex.

 Bill wrote about the new interlockings:

However, much to my continued puzzlement, the northbound home signal at CP EQUILATERAL like the southbound CP TAMAQUA home signal is a triple head 9 light wired unit capable of displaying all NORAC aspects.  Can’t understand the need for these triples deployment per requirements for right now.   Tamaqua end is somewhat understandable  with a single slow speed 15 mph switch into either the yard or dark territory branch for R/R/G or R/R/Y aspect but why the real need for the middle head then when R/Y would do?   Similarly, Equilateral end is a medium speed Y switch for dual main routing only so why the need for a 3 light lower head.  R/G/R or R/R/Y should suffice. Currently, doesn’t make sense.  Also, at Equilateral, the southbound home signal adjacent to the now passing track is a dual head mast signal and old main track 1 gets the dwarf application.  This arrangement suggests track 2 will soon be employed as the new southbound main at some point but there is no new interlocking at either MBS MIDDLE YARD or MBS LOWER YARD to automatically get trains from the single main track 1 onto track 2 as a routine passing siding application.  I just can’t imagine this will continue to be a manual operation with ongoing track upgrade work and those additional heads.  The only scenario that makes sense for these deployments is an additional new interlocking for MIDDLE YARD or LOWER YARD.  Then, Tamaqua and Equilateral can display various appropriate approach aspects using all 3 heads like Y/R/G.   We shall see.

 It will be interesting to see how the Port Clinton complex just to the south gets treated and signaled.   Andy Muller had those old black multi track truss signal bridges put in place bounding the old RDG Port Clinton Interlocking when they were building out he complex.  But, more complex trackage has since been added.  Just the single diversionary route switch between the Tamaqua and Pottsville Branches is currently powered and controlled from within the PC Tower Office.   But, is not governed by any signaling to date.  Also, wondering if they employ the same treatment shortly before MP 77 where MBS KERNS begins the northbound double track into Port Clinton YL. So, this will all be interesting to follow as well.

Steam friendly right hand mounted paired mast ABS locations along the Little Schuylkill Branch are at MP 91.5, MP 87.7, MP  84.4, MP 81.1.   All are single head type tri-lights with the exception of the south and north bound approach distant signals to CLINT and EQUILATERAL.   These are dual head type G’s for approach aspects.    Also, of interesting note, the ABS at 91.5 are solar powered due to the remote isolated location and lack of a readily available power supply.   

Unfortunately many of the new signal heads are off the modular SafeTrain type, instead of classic US&S TR's or GRS G's or even newer singe housing tri-lights.  However this appears to be an availability issue as this off-brand tri-light was spotted at MP 87.7 and the signals at CP-CLINT are indeed of the classic type.

More importantly a Reading style sideways 2-lamp signal head was placed at MP 84.4.

Apparently some of the ABS signals are displaying an un-Reading *Y* for Advance Approach instead of Y/Y, but I'm not going to complain. I suspect that as the passenger service to North Reading ramps up, the signaling will eventually make its way down in that direction.

Thanks again to Bill for all these great updates.  I'm sure I'll make it out there myself one of these days.  However unlike most signaling emergencies, this one is only going to get better, instead of worse :-)

More R&N Updates

Thanks to one of my Northeastern Pennsylvania contributors, I have another batch of Reading and Northern signaling updates for everyone. This is probably the only place in North America where classic signaling, such as searchlights, is being installed.

First up,  HAUCKS Interlocking now in service and fully operational.  In addition, one of the signals sports a Reading style, lower head lozenge signal for call-on indications.

Distant Approach  Signals #107S and #108S are now fully operational as well providing crews with advanced HAUCKS indications heading south from both the Hazelton & Nesquehoning Branches.  108S seen below, is located on the Nesquehoning Branch near MP 108 close to the Route 1021 Overpass above Hometown, Pa.

The former 105S distant signal to East Mahanoy Jct  at Bernhard Rd. Grade Crossing has now been removed from service as it has been made redundant by HAUCKS.

New lower signal heads added to the Southbound home signals  at East Mahanoy Jct Interlocking in order to display Restricting indications for the new CTC project.

In preparation for the new Tamaqua Interlocking an entirely new dual staggered head distant signal has been added adjacent to the 99N Mahanoy Jct distant signal at the Tuscarora  Park Road (Route 1015) Grade Crossing which is north of Tamaqua.  99N had originally been installed as a bi-directional mast, but it appears the R&N is going with classic style right hand placement.

According to R&N News, the new Tamaqua Interlocking is planned to be cut into service by early 2017.  Cabling ground work and installation of the physical plant are planned to be completed by the end of 2016.   A new RDG “MYRTLE” plant in South Tamaqua may then follow to create a full 2 mile controlled passing siding.

What's Up with the Reading and Northern?

The Reading and Northern has been a rare bright spot in the world of signaling.  A commitment to its Reading heritage has resulted in numerous signaling structures being preserved along with attempts to install "classic" signaling where new signaling is being installed on its mostly unsignaled territory.  The R&N also controls the former Conrail Lehigh Line and for one reason or another has decided not to touch the surviving LVRR signaling along that route.  Still, I am still not completely clear on the full extent of the R&N's signal preservation efforts as hinted at in a number of photos I have come across.

We begin near the town of Mach Chunk where the R&N runs a tourist operation in the Lehigh Gorge.  i have bicycles along the right of way a number of time and I never noticed this cantilever mast and its freshly painted (albeit turned) signals.  Is this a sign of a new interlocking or signaling project?

Pottsville is the location of some preserved Reading signal bridges and a tower.  Both have been out of service for decades, but then I find a photo showing what appears to be a lit Reading US&S three headed signal displaying a restricting indication.  Could be that the photographer is having some fun with Photoshoppe, or it could be another R&N instance of an "island" interlocking designed to eliminate the need for crews to hand throw switches.

Clearly I need to take another field trip to the area, but if anyone has any information (or photos) please let me know.