Extinct: The US&S MT Switch Machine

Over a year ago when I posted about the demise of E 180TH ST interlocking and tower on the New York City Subway system I was unaware that we were not only losing the last main line single interlocking on the IRT or the last section of IRT signaling (including those three headed monsters).  It appears that the E 180TH ST interlocking had one more surprise, a surprise that I had noticed, but never fully comprehended.

This mystery object was brought to my attention be a superb, yet rather invisible, signaling blog called The Has Been that took note of my E180TH report and quickly flagged the item of interest.  If you had ever viewed my photos you may have seen something that looked a bit out of place...a bit like it should belong in the London Underground instead of the NYCS.  I'll make it easy for you and just show you what I am talking about.

Well I have confirmation that yes indeed that is a Mid-Track mounted point machine produced by USTS as the model, what else, MT and according to this post on the Has Been blog it dates from the original construction of the interlocking and was manufactured sometime between 1904 and 1912, surviving about 2 or 3 re-signaling efforts...but unfortunately not 4.

The MT machine at E180TH ST was attached to a split point derail and what probably kept it in service in addition to its compact mounting, was that it is probably the only model of point machine that support staggered point blades, which were called for in this specific power derail.

Anyway, the 100+ year old point machine had been giving the NYCTA some real headaches as of late as all repairs had to be carried out from scratch, still, it is always a same when the last of something disappears from the wild, if not the entire world.  While the three headed monsters were clearly unique, they were made from standard hardware that still exists in droves.  The MT was truly unique and something the likes of which will never be seen again.

PHOTOS: METRA TOWER A-2 (Western Ave) Part 2 - Inside

So back in Part 1 we explored the history behind TOWER A-2 and the layout of the interlocking plant.  Here in Part 2 we will venture inside the tower to see how it functions as a critical part of the Chicago area commuter rail network.  Just for a quick reference I am going to throw up the link to the original interlocking diagram again so you can open it in a second tab or window for reference.

So we will begin with another quick look outside the tower at the entry stairway which was clearly updated at some point after construction.  The PRR tended to prefer internal stairways for its late model interlocking towers, but in this case Milwaukee practice seems to have prevailed with an external stairway and door.  As is typical the relay room has been provided with its own entryway.  The upper story of the tower has been retrofitted with new siding and new replacement windows, but fortunately seems to have avoided the worst aspects of Tower Window Syndrome with none of them being boarded up.

Here we see the venerable US&S Model 14 electro-pneumatic interlocking machine.  This is an 83 lever frame that contained 69 active levers in its original configuration with 45 for switches, derails and movable point diamonds, 22 for signals and two release levers that I believe set traffic direction over the crossing.  As this tower is following Milwaukee practice the model board is of the more colourful variety with color coded track circuits whereas PRR practice used a white on black scheme with diagram symbols to indicate circuit boundaries.  The other Chicago Union Station towers, LAKE and JACKSON streets, also used this multi-colored style.  Due to the four color theorem US&S only needed pastel versions of red, green, yellow and blue to represent all the circuits without having any one color touch another of the same type.

While the model board has had all of the removed trackage blacked out, those altering it did a good job blacking out what was gone and re-painting what could not be simply blacked out.   Moreover all of the original text labels like C.&N.W. RY and C.M.S.P.&P. RY are still present along with the control city of Logansport on the since removed PRR Panhandle track.  BTW, I believe that the model board is in fact fitted with three clocks, one old analogue, one new analogue and one digital.

Builder's plate on the Model 14 machine.  Constructed in 1938 this is a fairly late model frame, although production would continue up until the 1950's.

Wider view of the Model 14 machine.  You can see that when the tower was renovated it was fitted with a drop ceiling and track lights to illuminate the model board.

Opposite side angle view of the Model 14 power frame.  You can see that the lever 83 position is still occupied to control a switch.  Of the 69 original active levers about 45 are still in service.  Those switches that do not see frequent movements are affixed with Rusty Rail tags which remind the operator that trains working over those switches may not shunt and therefore the operator should verify that the route is clear before making any conflicting actions.  Probably due to a noddle incident there is now a sign on the interlocking machine advising people not to put food or drink on top of it.

As would be expected the levers at the far right of the machine handle the position light signals and crossovers in the east end of the interlocking plant. The 77 turnout is set reverse with a blocking device applied which would imply that track #2 east is out of service at that time.

Here in a closeup of levers 29 through 49 we see the standard US&S setup with switch levers pointed upwards and signal levers pointed downwards.  Unlike PRR practice, the levers here have also been painted in the normal style with switched black, signals red and lock levers blue.  The PRR tended to leave all of its power frame levers painted black.

Trading the Uncommon for the Rare

The MTBA owned portion of the Fitchburg Line is being re-signaled and while this will ultimately lead to the closure of Waltham Tower and its increasingly rare US&S Model 14 machine, it has created a rather interesting conundrum for the committed signal fan.  The junction of the Fitchburg Line with the Guilford Rail System's freight main line is being reconstructed to accommodate the second track being added to the MTBA portion of the line and of course the relay based interlocking plant with its Boston and Maine era signaling hardware is going to be replaced because what good is Federal money if it can't be used to help out a private for profit corporation.  The silver lining is that a pair of rather spartan B&M two track signal bridges equipped with three head US&S searchlight signal masts are being replaced by brand new target type bracket signals, similar to ones installed previously on the Haverhill Line resignaling project.

While the loss of searchlights, especially US&S H-2 units is always tragic, the truth is that the bracket mast is far more endangered on the North American rail network than the searchlight signal is, especially if Unilens and new LED searchlights are included.  Today the MBTA is the only outfit that still regularly installed bracket masts after NJT generally dumped them in favor of standard signal bridges.  So I guess I'm have to be contented with the silver lining of getting a brand new instance of something that has become increasingly rare.

The Chemicals that Made American Signaling Great

Two months before ALTO Tower closed I went out for a final round of photos on a sunny spring day and while I was there I spent some time at the satellite interlocking CP-SLOPE, which was under direct wire control from ALTO tower.  The old SLOPE tower was closed in the 1950's with a relay plant being constructed on the foundation.  However the power supply for the interlocking remained much as it was when the tower was open.  Pole line power is nothing new in my experience, however the PRR was not about to be satisfied with some dinky 440 volt wires on a telegraph pole and SLOPE was fed from ALTO through a thick bundle of signal wires to a number of vintage 1930's or 1940's "Pole Pig" at the westbound signal gantry.

 Hmmm, what's that sticker on the side of the transformer.  Let's take a closer look.

Yup, good old PCB's.  Except no substitutes when cooling a transformer.  In what could be the ultimate example of "if it ain't broke" this power supply lasted past the closing of the tower, past the formation of the Penn Central and Conrail and right up to the point that ALTO itself was closed and eliminated with those persistent organic pollutants staying stable, year in, year out.  This wasn't the only example either.  There were two more at the SLOPE relay plant.

I have asked around, but have not been able to definitively date these transformers except that they probably date from the 30's or 40's.  Help would be appreciated.

Rumors of Train Orders' Demise are Greatly Exaggerated

Last week it was reported that the Long Island Rail Road had "retired" its Train Order system inherited from the old PRR Standard Code rulebook.  The last Form 19 Train Order was issued on September 3rd at 11:59, removing the Form 19 from use as a train order device.  Prior to this the venerable Form 19 had only been used to deliver speed restrictions and other miscellaneous instructions with movement authorities being transferred to the new LIRR Form L.  While some had assumed this to mean that the LIRR was now using a modern Track Warrant system with paperwork similar to a NORAC Form D or MNRR Form M, the truth is that this only represented a change in paperwork.

The Form 19, seen below, was a long form train order where all the instructions were written out in long hand, on multiple copies and given to whomever it may concern.  The large block of text could confer a movement authority or seed restriction or just about anything safety related that a train needed to do.

The Form L on the other hand is broken up with those fill in the blank lines so common on track warrants and other movement permits in use across North America.  However while most of those other forms have 10 or more fill in the blank lines, the Form L only has 4, and none of them have anything to do with standard movement authority.  However there is a 5th block that contains a paragraph worth of blank lines for....hmmm...a long form, hand written block of instructions.

Upon inquiring I learned that there have been no alterations to LIRR operating practice except for the elimination of a Clearance Card C for passing a stop signal in favor of the Rule 241 verbal permission past a stop signal.  The LIRR still uses its traditional PRR manual block system with K cards, A cards and superior/inferior trains governed by timetable and, you guessed it, train orders.  So despite what you might hear, train order operation still lives on at America's oldest railroad.

PHOTOS: METRA TOWER A-2 (Western Ave) Part 1

METRA Tower A-2, also known as Western Ave, is one of the most epic interlockings in North America.  Unlike many of the well known east coast interlockings like ZOO or UNION or JAY/HALL, Western Ave doesn't have networks of tunnels and flyovers artfully sending trains to their required destinations.  Western Ave does things the Chicago way with brute force using diamonds, diamonds and more diamonds.  Furthermore, the interlocking plans survives with an active tower and many original appliances from its heyday in contrast to many other large Chicago area interlockings which have fallen prey to resignaling and simplification in recent years.

Tower A-2 and the interlocking complex known as Western Ave is located a few miles to the west of downtown Chicago where the present day METRA Milwaukee District crosses the  METRA UP West Line. However back in the day the interlocking actually involves three railroads.  The heart of the interlocking was where the Milwaukee Road's trunk line to the North and West crossed the former Chicago Northwestern Railroad's main line to the west through Iowa.  There is where one four track main line met another four track main line at grade and the only solution was a set of diamonds.  Actually, diamonds would have been simple blessing, sort of an Englewood of the north side, as the lines cross at about 30 degree angle which required a set of 16 double slip switches and movable point diamonds to be constructed.  This is perhaps the largest such application of double slips and movable point diamonds to ever be installed in North America outside of a terminal location. 

Just when you thought it couldn't get any better the Pennsylvania Railroad got involved.  You see, the PRR didn't just have one route into Chicago.  Aside from the familiar route via Fort Wayne, passing through the Quad Draws and 21st St Tower (aka Alton Junction), the PRR operated what was known as the Panhandle Route, named after the West Virginian panhandle through which its main line passed after splitting off the usual main line at Pittsburgh.  The line continued on via Columbus, Richmond and Logansport, entering Chicago through the back door, running parallel to the B&OCT up through 75th St Junction and the Brighton Park crossing until it hit the CNW main line where it made a sharp right hand turn to curve back in toward the loop and the Chicago Union Station complex, rather ironically traveling the final miles to Chicago heading due east.  This right turn is located at Chicago's Western Avenue and is also the point where the PRR Panhandle Route would merge with the Milwaukee Road's Chicago main line.   Due to the PRR's 50% stake in the Chicago Union Station enterprise, this part of the line was equipped with position light signaling, making the junction at Western Ave a real Chimera with PRR, CNW and Milwaukee Road signals.

So let's take a quick look at Western and as you can see in this thankfully clear interlocking diagram, its layout borders on the insane.  It is similar to the interlockings at either ZOO or Janacia in function, a major sorting and junction point where two trunk lines meet on their way downtown, but like I said this one takes the brute force approach instead of something more elegant with ramps and flyovers.  The 83 lever US&S Model 14 interlocking is large, but still modest in size falling well short of at century mark at 83 total levers with 69 active.  Like I mentioned before the real hallmark of this interlocking are the doubleslip switches and movable point diamond (MPD) crossings.  Aside from the 4x4 crossing with its 7 doubleslips and 8 MPD's, as built there were two additional doupleslips for a trailing point ladder track on the CNW trunk and three additional MPD's where the Milwaukee Road track join with the PRR tracks.  All told there are 11 MPD's and 9 doubleslip switches, amounts not normally encountered of outside of terminal interlockings. 

It is also interesting to note how this interlocking was zoned.  As you can see there is the Milwaukee /CNW crossing zone and the Milwaukee/PRR junction zone.  In the PRR Zone the PRR was of course calling the shots and all of the signals were position light.  The CNW tracks of course has CNW type ssearchlight ignals and the last entrance for the Milwaukee Road was equipped with Milwaukee searchlights.  As the interlocking plant was built in 1938, all of the signals were of the most modern type (ie no semaphores) and those original signals remain in service to this day, for the most part.

At this point I wanted to mention that the photos used for the essay come from a series of my own trips to Western Ave (exterriors) and from a source at METRA (interriors).  My own trips were taken in 2007  on an inbound UP West Line train, 2009 on an inbound Milwaukee District train and 2010 on a trip to the Western Ave METRA station.  This first photo of the tower was from the 2007 set.

Signal News Updates

Two quick updates.  First the twin three track M&W CPL bridges at HULL have been replaced.  Unlike CSX I guess NS doesn't screw around with re-signaling projects.

I also identified another 5-orbital B&O CPL in the Cincinnati Area.  They are at KC Junction across the Ohio River in Kentucky where the B&O meets the old L&N main line.