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). 

How to Ruin Your Signaling System (For Real)

So I go on a lot about various signaling systems being "ruined" when reliable relays are replaced by hackable computer based logic or when artisnal hardware is replaced by the equivalent of cheap fast food.   Well at some point in the recent past, NJT went out and made its signaling system on the Atlantic City Line just plain worse.  After the two recent overspeed derailments on MetroNorth and Amtrak, the FRA made the two railroads install cab signal drops at places where the speed limit decreases be more than 20mph in an attempt to have ATC enforce the civil speed limit.  This was part a cudgel to speed the adoption of the ACSES PTC system and part safety theatre since the blunt require didn't take into consideration the actual risk of derailment (in fact MNRR eliminated many of the problem locations by lowering the speed in stages each individually less than 20mph).

Well I don't know how NJT got caught up in this, but I noticed that all green signal lamps had been removed from the northward ABS signals at MP 7 (A72) and MP 8 (A86) south of a 30mph speed restricting through the Haddonfield Trench.  The A72 signal is located at the approximate southern limit of the restriction  and also serves as the distant to SOUTH RACE interlocking.  A 30mph PSR board for the restriction is in place and located about halfway between the two signals.

Modified A86 signal with no High Green lamp.

It appears that NJT has run afoul of the whole craze to "protect" hazardous speed restrictions and normally an 80mph to 30mph drop might seem hazardous, however I should point out that most of the 30mph restriction is not due to track curvature, but complaints from people in town about vibrations from trains in the trench cracking their foundations.  While there is a curve at the north end of the restriction, any train passing the A72 signal would be slowed in time by a cab signal drop there and only there.  Moreover, at least Amtrak had the common sense to work with its existing setup, jumping relays to force adverse signal indications at adjacent signal locations without any other modifications since, in theory, the changes were temporary.  In this case it appears that NJT is settling for reduced speeds, indefinitely. 

Modified A72 signal with no High or Bottom Green lamps

Now because the signals are approach lit I couldn't verify what exactly NJT was up to here.  Were they giving an Advance Approach on A86 followed by an Approach on A72 to make sure that trains couldn't accidentally go more than 30mph around a curve and through a trench that was likely good for 60mph?  Given the removal of the Approach Medium option at A72 that seemed to be the most likely case until I paid a visit to SOUTH RACE and observed this.



The southward signal at SOUTH RACE had also lost its Green lamp and was now displaying Advance Approach as its least restrictive indication.  So either an overspeed on southbound trains is less risky than an overspeed on northbound trains going around the same curve, or the A72 signal was also modified to display Advance Approach, despite Approach Medium getting the same 45mph ATC enforcement.

I would have been fine with the A72 being pegged at Approach Medium and the northward signals at SOUTH RACE being pegged at Approach because both alterations are clearly temporary and provide adequate mitigation against a very unlikely situation.  What NJT decided to do instead took time, effort and appears to be permanent.  This is exactly the sort of problem that PTC is inviting, safety margins being stacked on top of eachother.  The overturn speed is 60, but other factors cause the PSR to be set at 30, ACSES will enforce the 30 with conservative braking curves, then cab signal drops will extend the restriction even further  (2 miles) away from the curve.  Then people wonder why nobody rides public transportation.

Well, There's a New One

Last week, while on a field trip to Chicago, I encountered a new Class 1 railroad signal indication I was hitherto unaware of.  Approaching Tower B-12 interlocking on the former Soo/Wisconsin Central line (now owned by Canadian National) to Chicago on a METRA North Central Service train, I saw a signal flashing yellow over a steady green (*Y*/G)  This was nothing I had ever encountered before, however it was not difficult to surmise that it was Advance Approach Diverging.  At the next interlocking I was proven correct as a Y/G Approach Diverging was displayed for a R/G Diverging Clear at Tower B-12.  The Advance Approach Diverging was warranted for the short signal distance between the Approach Diverging at Junction 16 and Tower B-12.



Upon reviewing my CN documentation from 2010, both this and Diverging Clear Approach Diverging (R?*G*) were listed in the operating rulebook, so I should have been aware of it, but I usually refer to the late 90's rule card I have in a more accessible location.  I suspect that the signal was likely deployed for the first time for the re-signaling project on the NCS line and might even be a unique situation.  It's still an interesting developing for a route signaled line as most others begin to employ speed signaling to various degrees.  Of course I should save any more in depth analysis for my BKASS article on CN route signaling ;-)

See Hamilton!

No, I'm not talking about the hit Broadway musical about the guy on the $10 bill (although you should see that as well), I'm talking about the B&O CPL refuge of Hamilton, OH, north of Cincinnati, what currently sees both CSX and NS traffic.  Recent photographic evidence indicates that it is not under threat of re-signaling.  Surprisingly, Hamilton has managed to resist nearby re-signaling efforts in the Cincinatti area going back nearly 15 years, but it looks like it's time has run out.   If anyone within the sound of my voice is operating in the Hamilton area, please get out and document these CPLs.  They deserve not to be forgotten.

Some new masts are already standing.

The orange cable of death is in evidence at the Wye track where Amtrak's Cardinal diverges 6 times a week, often under cover of darkness.

This modern style CPL Cantileveris already a rare bird, but a 5-orbital CPL is doubly so!

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.

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.

Election Night Coverage!

Ha, fooled you!  I didn't say exactly what I was going to cover on this night before the election and as you may not have guessed (for once), it's going to be railroad signaling.  Thanks to all the tower closures I haven't had time to wedge in one of these news segments over the last bundle of weeks, but have no fear, that's what browser tabs are for. 

First a bit of rare good news up on Amtrak's Springfield Line double track project.  The old H-5 searchlights were removed over a decade ago, so there's no much downside to this 4-track signal bridge of modular target signals that is going up near Berlin, CT, complete with Rule 562 'C' boards.

Meanwhile, over in N&W territory, the slimy tendrils of NS's resignaling project is slowly wrapping their way around the iconic Bluefield area.  It's a shame the collapse of coal hasn't preserved the old N&W region in amber as happened on similar main lines around the lower midwest.

 It's not even the N&W signals that are going.  These modern era NS/N&W signals are also on the way out. Note the new 'Y' lamp on the bottom head as NS uses the importunity to include a Restricting capability, omitted from the previous CTC scheme.

Moving on the Southern part of Norfolk Southern, the new signals are in service on the main line at Salisbury, but old new ones are still standing...for now.

Moving on to CSX, any readers in Georgia should hop on over to the A&WP/WofA Sub to document this adorable little elephant ear mast near LaGrange before its gone forever.

Well that's it.  Apart from the tower closings this was a pretty slow news month...at least signaling wise.