WB Tower - Still Standing But At Risk

On December 9th, 2011, WB Tower in Brunswick, Maryland closed after more than a century of operation and in 2014 I posted a write-up on WB tower and its associated interlocking before it was modernized.  At the time the scuttlebutt was that the Brunswick Heritage Museum was interested in preserving the tower and adding it to its collection, something that would likely involve a move off of CSX property.

Well it appears that only part of this plan has come to fruition as the tower is still standing and has maintained many of its historic elements, but it is at risk of falling into neglect, disrepair and, the scourge of wooden towers everywhere, arson.

Upon visiting the tower the door to the relay room was wide open. An invitation to any local transient looking to get out of the elements.

Inside the relay racks were stripped of relays, but still wired up presenting a target for copper hunters.

On the upper floor an early pattern of US&S electro-pneumatic interlocking machine was still present along with the model board, representing a huge win for preservation, but the building was clearly no longer being used by CSX or MARC in any capacity.  The power was cut and the structure was in limbo, waiting for someone to care for it or someone to tear it up. 

Hopefully the Brunswick Heritage Museum can complete its mission to in some way preserve and protect the building.  If they cannot yet move it perhaps a better door, new locks and some lighting could make it look lived in. A modest fundraising campaign could probably bring back electricity as well as a connection for internet connected cameras that could serve the fan community as well as detect vandals.

Signs! Signs! Everywhere a Sign! - Western Passenger Roads

 It's been a while since my post on Western Freight Railroads, that that's due to the unfortunate situation that many of the commuter agencies that do operate track between Chicagoland and the West Coast put little or no effort into their interlocking signs.  This installment will attempt to cover the interlocking signs of Metra, the South Shore, Railrunner, Denver RTD, Coaster, Metrolink and Caltrain. 

Starting with METRA, it directly owns and operates those lines that were cast off from freight railroads where there was little or no freight service and/or a general bankruptcy and abandonment.  This consists of the Rock Island division, Electric Division and SouthWest Corridor. In all these cases it appears that METRA just stencils a barely legible name on the relay huts with black paint.



There is an exception to this on the Milwaukee District lines that are are jointly operated between METRA and Canadian Pacific. In this territory interlockings are provided with white on Metra blue signs.

In the Chicago Union Station area, Amtrak provides Conrail style white on blue signs, although the font isn't quite right.

One might have thought the Chicago South Shore and South Bend would use some sort of heritage inspired sign, however this is not the case with plain white black on white stick mounted signs located at the interlocking limits.

With its strong roots in transit instead of traditional railroads, Denver's RTD just labels its signals with a lever number and milepost.

Albuquerque RailRunner uses cute ATSF inspired  black border signs at interlockings as well as maintaining a few originals. 

 

 

While  LA Metrolink has gone in with the METRA style of not giving a damn.

However across the county line, San Diego Coaster has gone all in for a period correct ATSF black border type sign.

Last and least we have Caltrain that has gone in for the stencil method.  However the stencils are larger and more legible and Caltrain also provides secondary signs with the full interlocking name.arranged in a vertical format at every interlocking entrance.

Well that finishes my coverage of railroad "station" signs in the United States.  If I am able to get enough references I'll see if I can do the same for Canada.

What a Potential Guilford Sale to CSX Means

 I previously reported on how the eccentric owner of the railroad formerly known as the Guilford Rail System was calling it quits.  With the previous Pan Am Southern joint venture, NS was a likely suitor as it would complete its move into the New Englande market, however an independent operator like G&W or RJ Corpsman was equally likely given the generally declining freight and heavy industry scene in New Englande  and the cost advantages a non-legacy carrier would bring to the table.  Well, as you already know the first buyer to make a move was CSX, and although it faces potential regulatory opposition from both NS and a Biden administration looking to decrease corporate consolidation, we should take a quick look at what a CSX purchase would mean. 

As discussed in my two previous posts on the unique signaling quirks of the Guilford system, while the system isn't perfect it is at least different.  For example, while its commitment to target style signals outside of MBTA territory has been waning, it has remained committed to the bracket mast and offset signal heads on automatics.  Both of these can be expected to vanish under CSX Administration. 

The Guilford is also pretty lazy about demolishing disused signaling infrastructure like towers and old signal bridges.  CSX is far more proactive in this regard.  While the Guilford is slowly replacing old signaling where necessary, the CSX will likely embark on major re-signaling efforts that will zap large swaths of whatever heritage signaling remains, especially since, as a Class 1, CSX would be required to install PTC where the Guilford was largely exempt .  Of course when we're talking about swaths what remains to be lost pretty much only includes between the Mass Border and Portland, ME and  Andover, MA and Ayer, MA excluding the MBTA Lowell Terminal.  The couple hundred miles between Ayer and Mechanicsville, NY is part of the NS joint venture and might see a decline in investment due to CSX not wanting to help a competitor. 

Because of the cab signaled Conrail Boston Line, CSX has shown little interest in changing this part of its territory over to Seaboard style signals and this is likely to apply to the Guilford territory due to the new PTC related MBTA cab signaling projects on what will include parts of the Guilford freight main such as Andover to Haverhill (plus the reality of MBTA joint trackage). Still, use of lunar restricting and other Seaboardisms might become more common.  I would certainly expect the B&M heritage double green clear to vanish for good. One positive might be the more standard inclusion of a Restricting capability at all interlockings, something the Guilford tends to pass on (along with Canadian Pacific for that matter).

That's pretty much it, more darths, less brackets, PTC and more scrapage in general. The ideal buyer for the Guilford is a private party of existing Class II or III operator that will have limited capital resources of upgrades.  Even the garishly painted G&W would be an improvement seeing as how they have maintained B&O CPLs on their B&P property in Central Pennsylvania.

SEPTA to Retire Rt 100 Stop Request Signals?

 A unique operating practice on one of the last true Interurban lines may be on the chopping block because as of December 8th, the passenger operated stop request signals are being taken out of service with cars now required to approach every station prepared to stop.  This may simply be a temporary measure due to COVID related ridership declines, but we will have to wait until the crisis ends to see. 

The system works as follows.  Passengers on the platform are prompted to press this button to stop train.

This illuminates a single unit Safetran CRS-20 signal located at the end of the platform with either a white or lunar light.  Trains scheduled to make a station stop will look for this light and will make a station stop if it is lit.

The really clever part of the system is how the light is canceled.  Instead of using the track circuit or some unreliable sensor, a short section of third rail is provided under the platform.  Normally isolated from the traction current, when a train passes through the station the opposite third rail shoe will touch the isolated rail and energize it, tripping a relay and extinguishing the stop request lamp.

With low ridership due to COVID, trains could have been running far ahead of schedule and SEPTA might simply be looking for a way to slow them down.  However, it is more likely that the system was deemed to have outlived its usefulness and presents a significant maintenance item in an age of budget cuts.  The system probably only saved a few minutes over the course of a trip and may have confused new or infrequent riders.  Also, with smartphones giving arrival time info, trains that ran ahead of schedule could have been angering riders when trains arrived before the time indicated on their phones.

Regardless of the reason, its yet another instance of service being degraded from what was achievable during the "analogue era" of yesteryear. 

The Last New Old Stuff

Typically this blog tends to cover the last examples of one type of signal or tower or whatever.  As I have traveled around a different, yet related question has come up.  What is the last time some form of classic signaling or signaling equipment was installed new.  Now, I know there are many situations where isolated examples of old tech are refurbished and thrown in as a like for like replacement due to a sudden failure.  I am talking about identifying the last time someone opened a catalogue and picked out an older piece of equipment for a brand new project.  This is interesting as it can create an awareness of when a certain technology or feature might ultimately age out.

Now, I don't have rock solid evidence for most of the following examples, but I am fairly confident in many of them.  If any of you have better information please let me know and I'll make a followup post.  I am also keeping this limited to North American, or possibly just United States railroads and not transit.  

I am going to start off with candidates for the last new interlocking tower built.  Yes in theory nothing would be stopping the construction of new towers in the future, but I think the likelihood of that is pretty low. If we limit ourselves to traditional style, stand alone interlocking towers, I would put my money on HAROLD tower in Sunnyside Queens.  Built in 1986 and arguably still in service I am unaware of anything newer. 

What is unless you count bridge cabins at which point we have the LIRR's LEAD movable bridge built in 1988 and the Henry Ford rail bridge, in LA which I have some evidence of local control, which was built in 1996.  However, newest by a significant margin would be the St. Josephs Movable Bridge in  St. Joseph Michigan, which was built between 2008 and 2012.

Of course if you're willing the bend the rules a bit, the PATH installed a new World Trade Center interlocking tower around 2003 and the Staten Island Railroad built their new TOWER A at St. George in 2004.  Both are still technically railroads, although operated as rapid transit systems.

The next location wraps up three "lasts" up into one.  This would be the last "new" installation of  pneumatic point machines (not counting PATH), the last new installation TR type target signals and the last new installation of B&O CPL dwarfs.  This would be the Chicago Union Station re-signaling project of 1992 that closed HARRISON ST tower on the south end with control transferred to LAKE ST tower on the north end.  Although the CPL dwarfs were largely replaced by LED searchlights barely 10 years later, the pneumatic point machines are currently on their way out and the TR signals are going the way of the CPLs, I believe this project was the last significant use of all three.

Although the interlocking was always pneumatic, it's clear the 1992 project purchased all new parts and components, including pipelines.  Like the super power steam of the 1940's, this air plant used the most modern techniques and materials.

The style TR signals appear to be made from some sort of corrosion resistant metal.

CPL dwarfs were also installed at CNW's LAKE ST as drop in semaphore replacements, but like I said that was not a new project and doesn't count. Speaking of B&O CPL,s when was the last time such signals were used in a new project?  That would be the 1992/3 CTC projects on the CSX Metropolitan and Capitol subdivisions running out of Washington, DC.  These projects, partly funded by the state to increase MARC service, were immediately before the decision was made to switch the former B&O lines to color light signaling, with Viaduct Jct in Cumberland, MD being one of the first examples. I have a 1992 photo of the new CPL's going up on the Met Sub and of course Greenbelt Station and its CPL signaled pocket tracks entered service in 1993.

How about PRR position lights?  Well the last large project to use US&S PL-3 type position light lamps was the Secaucus Connection and Newark International Airport Stations on Amtrak's NEC in the 1999-2003 time frame.  From then on the PL-3 was dropped from the catalogue and Amtrak went to Safetran position light assemblies, which continue to be installed new to this day.

Alright, let's go a bit more mundane and look at the GRS D Type color light signal employed by the Southern Railway amoung others.  The latest major project I am aware of involving D Types was the NJT M&E re-signaling that wrapped up in the 1983/84 time frame.  After that the market quickly went to Safetran CLS-10 and CLS-20 signals.  I am pretty sure NJT was the last as the Southern had a number of split CLS-10 and CLS-20 mast locations on the Southern Main which would have been installed in the 84-86 timeline before left hand signals were allowed. 

For US&S H series searchlights there are a number of good candidates such as the 1986 Amtrak Springfield Line re-signaling, however I think the last H-2/5 searchlight project was the ATSF San Bernardino Sub re-signaling which I think took place in the early to mid 1990's, judging by the construction of the aluminum signal structures. 

I'm definitely going more out on a limb here because there is all sorts of stuff I can't properly investigate up in Canad, but the San Bernardino Sub US&S searchlights have a good claim as the last major install.  Moving to the GRS Model SA searchlights I have even less evidence, however a solid floor is the Conrail re-signaling of CP-HARRIS with SA searchlights in 1992.  If I had to choose something, I would probably choose the Guilford Rail System's Freight Main Line which appears to have gotten a post-1986 makeover, but I do not have high confidence, especially with Canada is taken into consideration.

If I had to speculate on the US&S N series color light signals and their associated "elephant ear" backings I would look to CSX in the late 1990's.  Both CSX and the RF&P installed new N series signals in the 1986-1992 time frame with CSX's Abbeville Sub being a specific example from the 1980's.  I really don't have enough information to go beyond there, however CSX did install some new elephant ear backings with US&S modular color lights on the A Line and on the old RF&P between RO and AF interlockings.  Regrettable, the latter were removed after just a decade of service with the AF rebuild and VRE/Amtrak Alexandria capacity expansion project of the early 2000's.

Well this is what I've been able to come up with for now.  If you have any requests for the "last new" install of something I'll give it a noodle, but be aware that I just don't have comprehensive information for the south, west and Canada.

Adjustments at Selkirk (CP-SK)

 Although the CSX routes east of Selkirk Yard in Upstate New York appear to be holding on to their Conrail style signaling, the same might not be true for their Conrail era signals.  CP-SK, the major interlocking at the east end of Selkirk Yard, was re-signaled late in the Conrail era and largely survived various re-signaling schemes in its vicinity.  Some of the Conrail signals were replaced, however the majority remained intact.  A few weeks ago new Darth Vader masts appeared at the east and southern ends of the interlocking for reasons unknown.  However Conrail signals at the west end appear to be unaffected.

Before

After

Not sure what the ultimate plan is, but I might need to stop by again after I had already visited the plant in 2019, to tie up some loose ends.

MG Tower Update w/ Photos

 A few months ago I posted about the impending demolition of AR and MG towers on the PRR Main Line Allegheny summit.  While I believe the more accessible AR tower was indeed demolished, the demolition of MG is on hold due to the remoteness of the location.  After the tower was no longer needed for air compression and 100hz power conversion after the interlocking was re-signaled in 2019, NS crews went about removing anything of value, leaving the tower open to the environment. 

MG Tower in 2018

Although MG is heavily patroled by NS police to deter railfan activity (MG, with its tower and PRR signals was a very popular photo location), a railroader and friend of the blog sent me some interior photos they were able to obtain on a visit in the October/September time frame, which contain some interesting revelations.

The all brick tower was built in 1943/44 as part of a WW2 capacity improvement program to install an extra crossover on the East Slope. MG stands for "Mid-Grade".  It's robust construction fended off the demolition and fires that befell the mostly wooden towers between Harrisburg and Altoona.

Here we can see what I believe is some of the old power equipment that would convert 60hz utility power to 100hz railroad power.  When I visited AR I noticed that this equipment was still in service and as both towers were closed and re-interlocked around 1994 I would suspect the power board seen above was in service through 2019.

Unlike most other PRR Main Line towers, MG had an external stairway which has since been removed or fallen down.  Therefore my agent was unable to verify the presence and condition of the Model 14 interlocking machine and other equipment on the operator's level.  Here on the ground floor we can see racks for the 1940's vintage plug in style relays, which were a step up from the shelf relays still employed by the PRR in the 1930's.

The Conrail era CP-MG relay hut is also still present and open to the environment.  The real surprise here is that this 1994 vintage interlocking appears to be relay based, using the same plug in style relays employed in MG tower some 50 years before.  While I am sure there were some modern/solid state components, the mid-90's was well into the era of microprocessor controlled interlocking technology that would eliminate most glass case railroad relays.  While the mid-80's signaling that went in between Harrisburg and Altoona was clearly relay based, I am surprised that Conrail would not have been faster in its embrace of solid state.