Reading the “bad signals” thread got me wondering…
Where are cab signals used today?
NS: PRR legacy, added to by Conrail, Harrisburg to Cleveland. Has NS intalled on Harrisburg Line as part of full CTC project?
Amtrak: PRR legacy on NEC and Harrisburg Line, plus new installation NH to Boston
CSX: Conrail installation on Boston Line and Hudson Line (all the way west to CP169), and RF&P legacy. Converted RF&P to PRR 100Hz carrier
NJT: Some PRR legacy, plus some new installation on AC line plus some more??
Septa: PRR legacy on Media line? New installation on Airport line
MetroNorth: New installation on Hudson line (and Harlem?)
LIRR: PRR legacy - used for speed control for curves, etc, not just track and switch condition, (I think.)
UP/CNW: CNW has some really simple cab signal Chicago to Omaha. Don’t know about UP.
BNSF: CB&Q “racetrack”, at least.
I did notice that inductive train stop still lives on parts of the former ATSF. Saw the shoes on Amtrak California Surfliners and notice the SW Chief is still allowed 90 in places. The NYC was a big user of inductive train stop, but all that got ripped out during PC.
Thanks Don,
BTW- I seem to remember hearing something about the BNSF running tests on the Chief at 70MPH max to see how removeing the ATS from the transcon would effect it’s schedual. Don’t recall hearing any more about it.
UP has its own cab-signal system, not compatible with the ex-CNW stuff. I don’t know details (such as lines governed, whether ATC is included, etc.), except that it’s a four-aspect system. CNW’s old system is just two aspects–clear and restricting.
The ex-CNW across Illinois and Iowa is Automatic Train Control. Although it does have a cab signal, it is different from Automatic Cab Signals. It only has two aspects, Clear and Restricting. Before the addition of CTC, the only wayside signals were at interlockings and the approaches to them. The last segment of this is being converted to CTC this year between Fairfax, IA and Marshalltown, IA.
On the original UP, they have ACS from Omaha to Ogden, Utah. Menoken, KS to Gibbon Jct, NE. I also saw a stretch up in Oregon.
There is also a line in Kansas, I think the line they sold then bought back that connects with the Marysville line that is signalled in one direction with ACS and no wayside signals. Sort of what the CNW ATC used to be. They however, have signs indicating where aspect changes may occur. The CNW territory does not.
Jeff
[:)]
Virginia Railway Express (VRE) has them, but I can’t recall if they are functional on the NS part of VRE. They definitely work on the CSX part.
[:)] [:)]
Thanks for the replys. It sounds like there is a lot more cab signal territory out there then I thought.
VRE needs them to get from Union Sta to Alexandria on the Manassas (NS) line and for the whole trip on the Fredericksburg (CSX/RF&P) line.
With the addition of the CTC, what are the aspects of the new wayside signals being installed on the ex CNW main from Chicago to Council Bluffs? Same as the ATC cab signals, that is, just clear and restricting? Or are there additional aspects?
Many thanks,
John T.
The fixed signals along the former CNW main line, regardless of whether they were there before or not, display the full array of aspects one would expect on a main line. The original CTC installation, from West Chicago to Nelson, has only distant signals and home signals for control points, but once you get to them you have all normal and diverging aspects. On the newer CTC across Iowa, I’ve been told that you have all of the intermediate signals, and a four-aspect system–they get a flashing yellow for Advance Approach (and anyone who says “advanced” ought to be escorted off the property!).