Vermonter Route Signaling Report

I recently completed a trip on Amtrak's Vermonter all the way to White River Junction, which covers all of the signaling on the route.  The Vermonter passes through three signaling regions each with their own unique features, the Amtrak Springfield Line, the Boston and Maine CT River Line and the New Englande Central main line.

 

HAYDEN interlocking northbound.  Start of Rule 261 territory.

The Amtrak Springfield Line has made headlines with a recent 110mph upgrade programme and support of the Hartford Commuter Rail line.  This involved restoration of the double track south of Hartford and Rule 562 signaling (cab signals w/o wayside signals).  However one might not know that the Rule 562 only extends to HAYDEN interlocking about 6 miles north of Hartford where beyond that trains still run under Rule 261/CSS.

New Unilens signals at CP-98

At the Springfield the signaling is much the same since I was last there, but I can confirm that the US&S 3 lamp modular and N-2 dwarfs are still in place at SPRING interlocking.  On the former Conrail Boston Line, CSX has indeed replaced all of the SA searchlight dwarfs at CP-98 with Unilens dwarfs.  CP-97 was previously re-signaled with 3 and 4 stack Safetran modular dwarfs.

New and classic signals at CPF-385

On the CT River Main Line, which was rebuilt and re-signaled around 2014, standard modern Guilford signaling applies with 3-head home signals and offset heads on two head intermediate signals.  Single Green clear is in use as opposed to double green.  The one exception is at the junction with the east-west freight main line at CPF-385 where the Freight Main Line signals remain B&M searchlights.

Budget bracket mast at Putney.

On the New Englande Central part of the line things get a bit odd. Leaving the CT River Main and its CTC at East Northfield, the line is run under TWC through Brattleboro to the siding at Putney where CTC begins. North of Putney all controlled siding and diamond crossing interlockings are equipped with searchlight signals except for the south end of the Putney siding that has Vader type color lights and a strange budget southbound bracket bast. Much of the block signaling south of Windsor is still searchlight, but the blocks seem very long with some stretching the entire distance between sidings with a single direction distant mast.  North of Windsor the CTC was a recent TWC upgrade with color light masts and what felt like 3 mile blocks.

TLDR the important thing is the searchlight interlockings on the NECR.  Safe from the Guilford sale to CSX, but still targets for potential infrastructure spending.  If you are in the area, check them out and take photos.

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.

Reading, PA Trip Report

I went on a signal trip to the Reading, PA area this past weekend where, for those of your who don't know, NS has a bit of a hub going on where their Northeast network was built on the skeleton of the former Reading Railroad.  In 2018 NS replaced most of the remaining Reading / Conrail signaling still present on the Reading and Harrisburg Lines.  However a late Conrail project to replace vintage Reading Railroad signaling in the late 90's has created a pocket of surviving Conrail signaling that looks to be safe from replacement for at least the time being.

The bulk of this "historic" signaling is located on the old Reading Belt Line between CP-BELT and CP-TULP.  In fact CP-BELT features Conrail painted NS style traffic light signals at one end that may indicate the project straddled the NS takeover. 

The island of Conrail signaling includes a single automatic at MP 6 with back to back distant masts on each track.  These replaced a pair of Reading brackets sometime after 1997.

CP-TULP features a paid of equilateral turnouts forming a "Conrail Crossover" that I believe dates from the Reading era as they exist due to a single track bridge over Tulp creek.

In other news the downtown triangle consisting of CP-OLEY, CP-CENTER and CP-WALNUT has been re-signaled to varying degrees.  CP-WALNUT has the same interlocking hardware with new signals, CP-OLEY has been completely re-signaled and CP-CENTER has been reconfigured with the western turnout in the "Conrail Crossover" being moved further west to eliminate a two track grade crossing.  This had the side effect of replacing a surviving Conrail dwarf stack with a new Darth mast.  I suspect the interlocking logic and the Reading era relay hut were also replaced, but I wasn't able to check on that one detail.

I also want to take a minute and plug the Saucony Creek Franklin Station Brewpub, which had taken up residence in the old Reading Franklin St Station.  I don't think they were the ones who restored the building, but they did lease it after plans to turn it into a transportation center fell through.  Great food and drink with a lot of history.

Texas Eagle Trip Report

At the end of March I took an Amtrak trip from Washington, DC to Dallas Texas and was able to get survey photos between DC and Cumberland, MD, Elkhart, In and Chicago, IL, Chicago and St Louis, MO and between Texarcana and Dallas, TX. I was also able to make a number of other observations on the state of signaling along the two long distance train routes.

As previously reported, both the old B&O Main Line and ex-Conrail Chicago Line have seen extensive re-signaling and modification. Still, a few B&O CPL dwarfs exist as exist signals off of industrial sidings and a few Conrail era auto signals exist between Elkhart and South Bend, IN. West of Pittsburgh new signals are up at CP-WEST CONWAY and CP-ROCHESTER, although when the re-signaling will hit is anybody's guess. This will complete Rule 562 operation between Cleveland and Harrisburg. CP-WOOD on the Ft Wayne Line did not appear to have any new signals present, but I have since heard it is being relocated off of a curve.

The METRA Heritage Corridor between 21st St and Joliet has been completely scrubbed of anything interesting including the old UD tower in Joliet, although it is on track to be preserved in some way. The Lincoln Corridor has been substantially upgraded even though speeds remain at 80mph and the cab signals have been turned off(!). Although new block signals were going in as early as 2005, the bulk of the recent improvements has been limited double tracking and the installation of signaled sidings with limited speed entry and exit, a sharp improvement from the old system with fewer restricted speed sidings.

As I previously reported LENOX tower has been closed and the last Alton CPLs at Wann were removed. However I did notice a rare North American outside slip switch at Wood River junction that appears to be on track for retention after the current re-signaling effort. Stay tuned for a full port on these and other outside slip switches.

South of St. Louis, the DeSoto sub appeared to have some surviving classic CTC sections with searchlight signals, however it was quite late and my observations were limited. In Texas the route of the Eagle has a mix of re-signaled and un-re-signaled line segments, although this was traffic light and Vader hood territory before it was popular. What few searchlights remain are clearly being targeted for replacement, although many old style Vaders appear to be safe. Nearing Dallas additional examples of the off brand GRS "Style N" signals appeared along with other non-Safetran modular color lights. All along the route were examples of MoPac tri-light dwarfs, which are still favored by UP.
 

2018 RF&P / A-Line / H-Line / Southern Main Line Trip Report

It has been three years since I last surveyed the RF&P, A-Line and Southern Main Line and quite a bit has changed. This report will try and cover more of the signaling related changes and less of the various capacity improvements that have occurred in tandem. On the RF&P third track projects are causing intermittent layout changes north of Fredericksburg, but a number of legacy 2 track bridges are isolating the new segments. Not much of a signaling change as the whole area was re-done between 2012 and 2014. South of Fredericksburg a few remaining RF&P large target US&S N-3 intermediates still stand along with the classic bracket mast at Doswell. Towers at Fredericksburg, Millford, Doswell and Greendale were also still standing.

Still hanging in there!

Acca Yard in Richmond has seen major changes. Previously both ends of the yard had been completely interlocked. Now the throats had been converted to hand operation with simplier terminal interlockings constructed farther out. On the south end the old AY interlocking has been relocated with a access cutting through the wye to allow northbound movements off the Belt Line to access all the yead tracks. South of Richmond AF interlocking was getting a complete set of limited speed crossovers to replace a single trailing 15mph crossover. The Petersburg Station has also been provided with a new interlocking to reduce the need for trains to cross passengers across an active main track.

This RF&P vintage modern style N-3 gantry is a goner :-(

South of Petersburg the only remaining classic signals are at CHARLIE BAKER interlocking in Rocky Mount. A few new limited speed crossovers have also been installed with a few extra miles of double track to reduce time spent waiting in sidings for meets which is what eliminated the last few N-3 holdouts after 2015. The NS H-line has also seen a number of improvements with new interlockings and new passing sidings, but the line had already been assimilated by NS so there wasn't anything to be lost. The new Raleigh Station is open, but not all the tracks are in service and there is still work to be done before the new terminal interlockings are fully in service.

The last A-Line N-3s were replaced by new crossovers.

On the Southern main line a smattering of interlockings remain unresignaled, typically 1990's builds with the traffic light style heads. One example is FAWELL interlocking south of Lynchburg. Also, CR TOWER interlocking in Alexandria, VA has seen new Darth heads placed on the Southern vintage ladder poles. Although there are some exceptions, NS did not use the opportunity to add new CTC features such as a Restricting indication into single track territory. This has been done on some NS lines like the former NKP route, I believe, but not Southern. Also, many of the old Southern signal gantries have been left in place along the RoW where it was somehow inconvenient to have them scrapped. So there might be something worth taking a picture of if anyone makes a signal trek.

Apt that FAWELL interlocking would be resistant to change.

All in all this was a pretty dull trip, signaling wise. Exactly what we have to look forward to across North America for probably the rest of time :-(

Northern Buffalo Line Trip Report

So after reporting that the PRR signaling on the Northern NS/Conrail/PRR Buffalo Line was in danger, I took a trip up to the Williamsport, PA area to take what photos I could before everything went away.  Previously NS had re-signaled everything from the north end of Northunberland Yard through to the wye complex at Linden.  I had visited the latter location back in 2006 when I was chasing a Levin sponsored PRR E8 trip to Renovo and knew that classic signals were still in place through to Lock Haven, however replacements were in the process of going up.  Long story short if you'd like some spoilers, my buddy Todd has already posted his trip report, but I have a few takeaways of my own.

First of all NS did carry out a general signal refurbishment project so the old PL's will be looking their best when they are unceremoniously ripped out in the next few months. although that did mean the demise of the pneumatic point machines.  Second, CP-RIVER, which used to span the entire length of the Susquehanna River Bridge at Linden, has its northbound signal moved to the south bank, probably so the LV RR shortline could take full responsibility for the bridge.

After the Linden complex I tried to stop by CP-BUD, but found it to be inaccessible thanks to a gate closing off what is nominally a private road serving some vacation cabins, however I was able to document CP-PINE and the two famous 2-track PRR signal bridges between CP-PINE and CP-LANE.  Moreover, just south of the MP 197 bridge there is also an abandoned weigh-in-motion scale that has the equipment arranged in a very strange setup on a platform over a river and protected by steel plate armour. 

Getting onto the bad news, CP-LANE, a crossover on the double track just before Lock Haven, PA, had been re-signaled in the same sweep that also hit CP-LOCK HAVEN.  Of course the most shocking discovery was this little sign next to the new southbound at CP-LOCK HAVEN.

Yup, NS has completely scrapped the signaling north of Lock Haven, PA.  They had already cut back the Rule 261 to Emporium, but for whatever reason they just decided to throw in the towel.  You might notice that the northbound cantilever has signals that all support 261 territory north of Lock Haven, but between the time those signals were ordered and today it appears that their plans :-(

All of the relay cabinets have been unceremoniously dumped in the backlot of the NS Lock Haven station/crew base so if you're a relay collector...

The Grinch Steals More Signals

I first want to let everyone know that I now have confirmation that the NS PRR Main Line re-signaling program is not pausing at Lewistown, but has now reached as far west as Huntington.  I hope to be able to get out there, but I am as of yet unaware of their timeline.  Let's prey for a harsh winter as it would go far in slowing things down. 

 I can also report massive on Chicago Line re-signaling efforts are pretty much sweeping up everything between South Bend and Chicago including the former BEND interlocking itself, which itself was re-signaled back in the mid 90's to replace the old BEND tower. Multiple new interlockings are in service along with a lot of layout changes (including segments of third track).  The former PC-style I-beam gantries at CP-501 and CP-502 have been replaced and older NYC era gantries will soon follow.

 However the late model NYC cantilever just east of South Bend did not yet appear to be marked to replacement.

File photo

 There is also evidence that some of the PRR PL's on the NS Marion Branch are also going to survive a bit longer.

 On CSX some ominous signs are appearing around Akron, the last bastion of CPLs on the old B&O Main Line.

 CSX resignaling is now invading the Atlanta area on both their searchlight and elephant ear territory. 

While on the former SCL route to Alabama, the re-signaling has reached the GA/AL state line.

For another piece of good news, here is a fine example of the robustness (wind resistance?) of newer style Darth Vader signals that replaced the lower profile MC style searchlights on the former NYC Main Line.

.
In hindsight, 2016 was a pretty rotten year with a number of tower closures and major re-signaling projects, but compared to other events and past years, it was kind of tame (and I was able to get out and document more stuff compared to 2015). 

Amtrak 2016 Autumn Express Trip Report

A couple weeks ago I rode Amtrak's  2016 Autumn Express which ran in a loop from New York to Harrisburg and back via the Lehigh Valley - Reading Valley Route on the outbound leg and the PRR Main Line on the return.  I was interested in the state of classic signaling on the route, and despite ongoing re-signaling projects I was actually pleasantry surprised.

Departing Amtrak's NEC at HUNTER, the NJT portion of the Conrail Lehigh Line retains its early 2000's Conrail style signaling.  Between CP-ALDENE and CP-PORT READING JCT the signaling is 2010 vintage from the double tracking project.  There appears to be some additional work at CP-PORT READING JCT to allow for parallel movements as there are currently THREE facing point crossovers between the two main Lehigh Line tracks.

In NS territory there are are 4 additional miles of double track to the new CP-SULLY.  A lone Conrail last stands at MP 45 as NS signals re-appear for the new passing siding between CP-51 and CP-53.  Conrail signaling resumes at CP-62 and continues through to CP-PHILLIPSBURG.  On this stretch are two surviving Lehigh Valley large target searchlights at MP 71 and MP 74!

CP-PHILLIPSBURG was re-signaled around 2010, but CP-EASTON is still Conrail, with the westbound signals mounted on a classic Lehigh Valley RR gantryleaver. Unfortunately, between there and CP-BURN the LVRR route is being completely re-signaled.  This includes the 261 section between CP-EASTON and CP-RICHARDS that encompasses a small target searchlight at MP A78.  A new crossover to replace CP-RICHARDS is going in at MP 81 just shy of another set of surviving LVRR searchlights at Mp 83.  At MP 87 there is another LVRR gantry mounted ABS searchlight, just shy of the ~2000 vintage CP-87.  CP-BETHLEHEM has been completely re-signaled as previously reported.

The Rule 251 Reading Line was untouched between CP-ALBURTIS and CP-BURN, however as was also reported, re-signaling is ongoing between CP-ALBURTIS and CP-BELT with a new set of crossover at CP-LYONS.  This will impact the Conrail signals at CP-BLANDON and the Reading signals at CP-LAUREL and CP-WEST LAUREL.

No changes were apparent on the 261 portion of the NS Harrisburg Line except for a project to reduce the length of CP-BURKE, which should impact the surviving Conrail signals there. At the turnaround point, the removed PRR PL signal was replaced by a blue doll marker on the gantry at CP-ROCKVILLE.

The new STATE interlocking was in service, although departing crossover speeds still felt a bit slow.  The new westbound Amtrak PL cantilever signals can display Approach, Approach Slow, Slow Approach and Restricting.  At CORK I saw how the ACSES PTC system enforced a positive stop on the locomotives during a shove move 14 cars after the rear of the train knocked down the displayed signal.  The engineer then had to go through the time consuming Stop release procedure.  Between there and Philly, Rule 251 is still in effect east of the new PARK interlocking.  Due to track work in BRYN MAWR interlocking we were given a rare eastbound trip down Main Line track 3 between PAOLI and OVERBROOK before heading through the old NY-Pittsburgh Subway.  It appears that the automatic signals on the Subway have been removed.  You can view a video of the Track 3 east and Subway trip here.

As I've said before, these Amtrak fall specials are a great way to check up on normally inaccessible freight railroad signaling.  I was also able to fully document the route from the rear of the train so look out for those photos in the future on my other blog.

Sunset Limited Trip Report - Take II

Sorry for th repetition, but as I explained in my 2015 Amtrak Cross-Country trip report, Dan Akroyd's private car was attached to the back of Amtrak's Sunset Limited ruining my efforts at surveying the route.  This year I found significantly better luck and was even treated to a rare mileage detour outside of Houston.  Also included in this report are various things I found in San Diego and the Pacific Surfliner route. 

So I covered the San Diego Trolley's Green and Orange lines and to my delight I confirmed that the original Orange Line trunk was populated by US&S N3 Elephant Ear ABS signals

On the Surfliner route the ATS is still in service, but more and more of the target signals are being replaced with traffic lights as improvements are made to the line (new sidings, crossovers, etc).

At LAUPT, the Safetrain UniLens signals have been phased out.  The two-head variety have been replaced with LED searchlights of the type seen at Chicago and Albany and most single head ones being retrofitted with a single red LED light that can display Stop and *R* Restricting.

On the Sunset route SP target color lights are still in place on areas that have not been upgraded, so that means the new double track main line in New Mexico is largely devoid of them.  Also, there is a surviving SP cantilever mast with modern signals located just east of Tuscon.

I was looking forward to taking some better photos of TOWER 169 in El Paso, but to my dismay I discovered that it had been demolished :-( 

The detour involved traveling down the BNSF Galveston Sub to Alvin and unfortunately the 80's vintage searchlights were undergoing replacement.  Heading back into Houston on the Houston West Belt Sub there were a number of NYC style G-heads north of the yard complexes.

The searchlights and oddball signals were still in service in the Beaumont area.

And the searchlights were still in place at the Drawbridge and diamond in Lake St. Charles.

Finally East and West Bridge Jct towers are still hard at work talking trains over the Huey C. Long Bridge,