Better Know a Signaling System: Amtrak "CPLs"

I know what some of you are thinking.  Isn't Amtrak part of NORAC and aren't those colorized position lights part of their signaling system and not Amtrak's?  Technically that is true, but the colorized position light was always Amtrak's baby and aside from a single Conrail trial automatic block location near Columbus Ohio, colorized PRR position lights haven't been adopted by any other railroad.  Another misconception is the entire Color Position Light or CPL label for Amtrak's system.  CPLs are what the B&O came up with as each signal relied on both color and position (of the orbital) to derive its meaning.  Amtrak was aware of this distinction and after slapping a bunch of color filters on amber PRR signals and eliminating the center lamp they christened their invention "Position Color Lights" or PCLs.  I call them Colorized Position Lights (CzPL?) because I find the term Position Color Light to be rather pretentious.

More info here.

Found on Amtrak's electrified system from New Rochelle to Washington, DC and all the way out to Harrisburg, the CzPL is either a long overdue update of the former PRR system or a short sighted overreaction to a problem that never existed.  Position Light colorization began as a response to the Chase, MD wreck based on a finding that the all-amber position lights were not salient enough.  Considering the crew of the Conrail train that missed the signal were all high on pot, I'm not sure color would have done much to rectify the situation. In fact many charged the colorization made the signals far less visible, especially in the poor light conditions the amber PLs were designed to excel in.

Can you see me now?

However use of LED light sources have completely eliminated the visibility problems and now the CzPLs are as good as anything that existed in the amber era.  If you are wondering why Amtrak never just cast its lot with color light signals I have heard it is a combination of wanting to re-use old hardware, to avoid needing crews to get used to a new normal and finally, PLs work better in electrified territory with overhead lines and support structures that can momentarily block out single lamp signals.  From my personal observations this is indeed an issue on the Shore Line with color lights winking in and out of visibility.

LED CzPLs certainly pass the snow test.

The last amber PLs were installed by Amtrak in the mid-1980's on the Hellgate line, at the new PHIL interlocking and at FRAZER interlocking on the Harrisburg Line ~1994.  Apart from those locations amber PLs only survived on the Harrisburg Line and un-resignaled portions of the corridor.

Two masts separated by 50 feet and 50 years

In terms of interesting features the only two anomalies are the use of a central lunar white lamp on the lower head for Stop and Proceed indications, which under NORAC are still distinct from Restricting indications.  This allows the lower head to avoid the gaping blank spot the upper head has to contend with.  Also the flashing green | for Cab Speed was not replicated on amber PLs since I guess the NORAC committee no new interlockings would ever revert back to the amber system, especially not ones with high speed turnouts.

New signals, new RGY colors.

So that's the history of Amtrak's colorized position lights.  At some point I'll  do a "gotta chatm 'em all" post, but I believe I am missing videos of both the flashing green | Cab Speed and the flashing / Advance Approach.  Advance Approach is likely the hardest signal to find seeing as how the PRR preferred using Approach Medium for short signal distances.  However they do show up on the 6-track raceway between UNION and ELMORE on the outside local tracks.

More Canadian Pacific Signal Recycling

You might remember a few years ago where I posted about the strange mystery searchlights being installed by Canadian Pacific.  They appeared to be recycled searchlight internals encased in a brand new housing.  Regrettably CP has retreated from its searchlight policy, opting instead for more Safetran Darth Vader signals just like every other railroad in North America.  Or at least that's what I thought until I saw this photo.

The upper heads of those new Vader masts looks normal enough with the scallop shaped modular lamps, but the lower heads look...different.  Could those be refurbished US&S N2 and N3 units?  Sure looks appears that way.  I'll have to keep an eye out for more evidence, but this isn't the first time old N heads have been used on new signaling.  Out on the old DRG&W main a couple of the new automatic signals being put in by UP are employing the same tactic.

Random News

It's been pretty quiet lately so here are the few bits and pieces of signaling news that came to my attention.

First, I think I covered this before, but it is worth repeating that some of the Raton pass semaphores are finally being replaced by color light signals.  The change would have happened years ago had BNSF not completely pulled its traffic off the line leaving only the daily round trip of the Southwest Chief.

 On the CSX Pere Marquette route through Michigan, the well known C&O searchlight signals in Romulus, MI are being replaced.  C&O searchlights are especially uncommon with most being found on their former Michigan subsidiary.

As if it hasn't been resignaled enough, Berea interlocking outside of Cleveland is getting some new signals in on the CSX portion of the plant.

Is a Darth Vader hood enough to save Seaboard signals in Georgia?  Nope.

In a rare bit of good news, the old N&W 3-track signal bridges at HUNT interlocking are still standing, over a year after the plant was re-signaled.

And the signaling for Denver's new electrified commuter system is becoming clearer.  It looks like it will be Metro-North style low information dwarfs with cab signaling.  I guess the Cephry won't get to enjoy a nice high speed run in/out of the city on the new elevated viaduct. :-(

 Well that's it.  Tune in next time for hopefully more information on railroad signaling.

Addington Signalbox Closes

More news from the land down below down under.  On August 1, 2015 the last manned signal box (aka interlocking tower) on the southern island of New Zealand closed.  Addington signalbox is located in Christchurch, NZ and over the years it had come to control much of the Christchurch terminal area.  Centerpiece of the tower was a 1930's vintage McKenzie and Holland Style A electro-mechanical interlocking machine with the extended territory being controlled from unit lever CTC panels. The tower is also responsible for gate operation at a number of nearby level crossings.  Here is the diagram of the Addington area with the original territory located at the lower right.

Since it was built Addington interlocking has changed dramatically leaving only a handful of active levers on the old interlocking machine. There is comprehensive gallery of interior photos located on Facebook, but for those of you without FB accounts you'll need to settle for this 2008 video posted on Youtube as I was unable to find any other photos.  According to my count there are 11 active levers, 8 signal, 3 switch and 1 lock. The frame looks similar to GRS Model 5 just with miniature levers replacing the pistol grip slides.  The model board covers the territory from Linwood through Middletown South including intervening interlockings at Middleton North and Christchurch.



The New Zealand signaling methodology is more similar to North American practice than to UK practice with speed signaling, permissive signals, CTC and atomic interlockings.  Unfortunately NZ is also like North America in its general abandonment of manned interlocking towers.  Today all signaling on the south island is now remote controlled from Wellington on the North Island.  Remaining north island towers like Petone are also closing at a steady clip.  I urge anyone who may be traveling to New Zealand to check out some of its fading railway heritage in addition to its natural beauty.

PHOTOS: Port Road Trips - WEST ROCK to TOME

 Sorry for the delay in getting the last few segments of Port Road Trips out.  I figured since I was so closed to the end there was no real need to rush as I was still planning my next big project.  As one might have surmised from the general pattern of Port Road Trips, this week I will be covering another three signaling locations starting at CP-WEST ROCK, continuing on to the intermediate signals at MP 6.4 and finishing up with CP-TOME.  To help you get oriented here is the 1997 Conrail interlocking chart for the area covered in today's post.

CP-WEST ROCK marks the western end of the second of three original signaled sidings on the Port Road.  Like the Holtwood siding, this "siding" is more of a second main track as it has a two track intermediate signal smack in the middle of it.   Located only 4 miles south of the Pilot siding, it is the preferred option for trains to pass in the overnight hours as traffic flows on and off Amtrak's Northeast Corridor.  Like the other interlockings south of Holtwood, CP-WEST ROCK has been lightly rehabilitated by NS and features re-painted PRR equipment.  Like most of the other interlockings we have covered, CP-WEST ROCK is a simple "end of siding" affair with a single turnout (#217) and three signals.  All designations are as they appeared on the CTC machine at COLA tower.

The 218R signal is mounted on a surviving full height catenary support, instead of the chopped down poles seen at CP-WEST PILOT and CP-MIDWAY..  As this siding is fully signaled, the 218L is equipped with a lower head able to display Medium Clear and Medium Approach.  Stop and Proceed takes the place of Restricting so no lower head \ position is provided.

In this rear quarter view of 218 L one can see where the fresh new paint has and has not been applied. From the condition of the signal cable that does not appear to have been replaced.  These photos were taken in 2011.

Like the MIDWAY and the PILOTs, the relay hut at CP-WEST ROCK is the original PRR equipment and spots a fresh coat of temperature reducing silver paint. Behind the hut is an auxiliary cabinet for relays and other equipment.  The Conrail blue interlocking signs have also been retained.  The official milepost of the interlocking, 7.5 from Perryville, is stenciled on the hut door. If you are wondering where the "pole line" satellite dish  is, it is mounted across the tracks on an old catenary post.

The Medium Speed #217 turnout is powered by a new USUS M23 point machine, installed as part of the refurbishment.  Point heating is provided by a propane fired direct burner system as indicated by the telltale shrouds favored by Conrail.  The 217 switch was left in the reverse position when I came upon it.  Since CP-WEST ROCK is closer to civilization then many of the other interlockings, the propane supply had been surrounded by a barbed wire fence to deter theft.

The westbound signals are mounted on a typical two-track catenary gantry modified to support signals.  The signals were controlled by a single lever (218) on the old COLA machine with 218RA on the main track and 218RB on the siding.

The 218RA is a single upper PRR PL head that has had the lower Stop and Proceed marker removed in the refurbishment. You can also see the fabric insulated signal cables that were not changed in the refurb. The shiny screws on the freshly painted face of the PL however, were replaced.

The 218LB signal is typical for what one sees when exiting siding tracks with a Stop only upper head and a lower head supporting Medium Clear and Medium Approach. The lamps are bright and well focused, a problem with US&S pattern PRR PLs, which use a complex lens and parabolic mirror system to focus the output from the low power bulbs.

The intermediate signal between CP-WEST ROCK and CP-TOME is located around MP 6.5 with the eastbound signals bearing the plate C64 and the westbound signals C65.  According to the interlocking chart this signal location is known as "Rock" (explaining why CP-WEST ROCK is CP-WEST ROCK), but I have no additional information about the history of the name.  The signals are mounted on a modified catenary gantry with the eastbound siding signal mounted on a mast position to the right of its track.  Here in this Feburary 2011 photo we see both C64 signals displaying an Approach indication for a Stop at CP-TOME.

 As the siding is only two blocks long the best indication available on the C64-1 signal governing eastbound traffic on the siding is Approach Medium.  The "Rock" siding is popular for NS to store high and wide trains before they are admitted to the NEC due to a a length of track between here and CP-TOME with larger than normal track centers.

Here in this 2012 view we can see that the refurbishment painting applied to the entire signal structure, unlike the job performed at CP-WEST ROCK.

 Without a diverging movement at CP-TOME the main track signal is a typical 3-aspect PRR PL head, shown here displaying Approach.  The "cage" for a lower head is nevertheless provided, which implied that the electric territory mountings were prefabricated without regard to context.

The westbound C65 signals located on the same structure and mirror the eastbound signals.  One reason the PRR not have "combination" indications such as Medium Approach Medium was that they made an effort to not to have single block signaled sidings.  The C6x signals are located midway along a 3-mile sidings creating two shorter than normal signal blocks.  Today a modern railroad would have most likely made the siding a single block. Note the end of a empty autorack train heading westbound on the siding track after delivering its cargo to the Port of Baltimore.  The photo was taken early on a Saturday morning as the last of the freight traffic was being hustled off the NEC.

NS PRR Signaling Updates

I was hoping to get some more Port Road Trips out this week, but I've been swamped so I had to settle for some news updates, specifically NS updates.

First up is the news regarding the twin Chicago Line interlockings of CP-506 and CP-507 in General Hammond-Whiting, IN.  The last of the PRR Position Lights on the western end of the 4-track Broadway are now definitely facing the ax, but you still have a little time at CP-506.  You see the new signals have only been partly cut in as the interlocking work is still ongoing and NS just needed to extend the interlocking limits a few feet.  This means that the old eastbound PRR gantry has been retired and replaced by new NS signals on a new gantry, a new PRR PL mast signal (!) has temporarily popped up on one yard track and the original PRR PL dwarf has been left in place on the other.  It really makes one wonder why they just don't keep the old signals...or at least the temporary replacement signals.

At CP-507 new cantilevers are up indicating the 1990's vintage westbound PRR PL cantilever will soon be replaced.  The additional length being added to the interlocking could mean some additional switch work.  Chicagoland signal fans you still have time to get your pictures so please do not hesitate.

Meanwhile, further east, I just got word that NS just cut in the Rule 562 operation between STELL and SHOCKS on the Enola Branch.  See the first few segments of Port Road trips for the history of this previously Rule 251 ABS line.  What happened to WAGO is not yet know, but we can assume it was re-signaled like STELL.  Here is a photo from a visit to STELL in March showing the new cantilever gantry with NS signals with 'C' boards for the Rule 562 operation.

Zombie Apocalypse - HAROLD Tower Closes For Good (Or Not)

EDIT: My source was mistaken and HAROLD tower is NOT being demolished (at least not yet).  It's still an interesting story of HAROLD living on as a zombie interlocking tower.

For over two decades now the Long Island Rail Road's HAROLD tower has held a special place in interlocking tower lore.  The massive interlocking, across the East River in Sunnyside, Queens, is second only to the Jamaica complex in terms of traffic density and rivals the likes of DOCK and UNION on the other side of the HUDSON.  The interlocking was so critical to the daily flow of commuters on North America's busiest commuter railroad that when the interlocking was re-signaled in 1990, the old 1910 vintage structure was actually replaced by a brand new manned interlocking tower, perhaps the last traditional type interlocking tower built on the continent.

Granted the new tower was rather austere, much like NJT Terminal Tower that predated it by a few years, but it was still a interlocking station, manned 24/7, on a railroad that still has a thing for manned interlocking stations.  Clearly it's future would be meaningful.

No not...  You see in 1994 the Penn Station Control Center opened with a brand new video display setup and computer aided dispatching.  PSCC closed 4 towers in Penn Station, F Tower at the eastern mouths of the tunnels and also HAROLD tower as it's ole sorting out Amtrak Hellgate traffic from LIRR commuter trains was not something that could be split from the new dispatching center.  However in 1994 computers were still a new and not always reliable tool in railroad dispatch.  Amtrak was so concerned about computer failures completely shutting down the NEC that the PSCC was equipped with a giant NX board that could be operated manually.  Since HAROLD was just as important for the efficient functioning of Penn Station it retained its own local control capacity as an active interlocking station

At this point HAROLD became a "zombie tower", operating "as needed", never open, but not officially closed.  Now the following is all based on anecdotes I have heard over the years, so take them as you may, but as I understand it, in the early days HAROLD was actually opened infrequently as the bugs were worked out of the computerized system in PSCC.  Like the old "Harold Protect Job" I heard stories of the tower being manned at peak time, but only operating if something went screwy.  Others say that qualified operators were simply on standby at other locations with the ability to open HAROLD in a hurry.  I heard it was opened for certain demanding situation like a shut down East River Tube or disabled trains.  Whatever the truth was, by the mid-2000's it was clear that HAROLD was only open once in a blue moon, if at all.

The real interlockig is across the tracks in the massive relay shed.

While many people told me that HAROLD was closed, closed, closed, I always suspected that it was still in its state of living death.  As long as the interlocking was not re-signaled (again), I doubted that anyone would go about ripping out the interlocking machine inside the tower.  Even if it was only a glorified local control board, if HAROLD still looked like a tower and was still capable of the functions of a tower...well it was still an active tower.

Well, I finally got word that it was closed for good and if you are wondering what sort of evidence convinced me of that it is the fact that the tower is being demolished for the East Side Access project.  HAROLD interlocking itself had been drastically altered and re-signaled to make way for the tunnels that will divert LIRR trains to Grand Central so I it figures that an old relic of the not too distant past...a plain brick box of limited usefulness, would not get much sympathy from planners and engineers.  So, like the PRR position lights that populated the area like weeds, HAROLD is no more.  Farewell HAROLD.  You were bland and boring, but in an age of ever dwindling numbers of towers we took what we could get.

PS: If anyone has any actual information regarding HAROLD's operation in its later days, or better yet pictures taken inside, let me know and I'll update this post.