Reusing Signals (was VGN Morri Branch)

[NW Mailing List]

Larry:   To give one answer to that question of a 'full' head, CLARE Yard
had one- actually, the ex PRR mainline had one after the N&W bought that
track in 1976.

 

 

Trains coming eastbound over the new New Castle District over the ex-PRR
Richmond Branch ( Cincinnati-to-Richmond, Indiana) in 1976, came to CLARE on
the ex-PRR mainline to Columbus Ohio.  These tracks went east of the CLARE
diamonds about one mile then were cut off and the entire line abandoned and
picked up from there.  Thus, the New Castle trains had to come eastward to
Clare by coming from Richmond, down to NEW RIVER JUNCTION on the B&O,
getting on the B&O line for about 4 miles and getting back off the B&O at
Butler Street in Hamilton, Ohio.  This ex-PPR then ran southward through
Reading, Evandale, the top of Norwood and down to Valley Junction where the
trains would turn east towards CLARE.  Approaching the CLARE diamond, the
eastbound train would have to take the old passenger train connection
between the N&W mainline going into Clare and the eastward main for the PRR.
This would head the train to Portsmouth.  At this location was a 'full'
signal head as the trains would be going off the New Castel District to the
Cincinnati District.

 

This signal was combined with a twin light, horizontal pair of reds over the
circular target.  Thus stop-and-stay, stop and proceed, diverging or proceed
could be displayed.  Trains could continue straight ahead on to the
stubbed-off ex-PRR tracks that were used for extra yard tracks and set-off
or diverge on to the Cincinnati District.

 

Typically the one or two trains that came down from Muncie during the day
would pull 'around the corner' towards Newtown and then back westbound
across the diamonds to get into Clare.  Since the tracks in Clare were on
the short side, the train would double or triple back into the yard.
Westbound trains would double or triple back out of the yard in the reverse
manner.

 

After 1982 and the merger, no trains went to CLARE from the New Castle
district as they took the replaced B&O connection at East Norwood and went
on trackage rights to the ex-Southern Gest Street Yard.  This signal was
still used until Clare Yard was rebuilt in 1993 to the Bulkmatic Facility
and the ex-PRR mainlines were revised into a single main and siding
arrangement and the diamonds removed.  The CPL's were replaced with the
'traffic light' styles as the signaling at this junction was entirely
different.  

 

Gary Rolih

Cincinnati

 

 

 

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From: nw-mailing-list-bounces at nwhs.org
[mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
Sent: Tuesday, January 01, 2008 11:09 AM
To: NW Mailing List
Subject: Re: Reusing Signals (was VGN Morri Branch)

 

Harry

 

     I don't think there would have been any scarcity in PLs

as they are still available today as new equipment. But I

do have a question for you . What were the full head signals

all nine lights on one arm used for in Portsmouth and Roanoke?

 

Thanks

Larry Evans

Kenova, WV

----- Original Message ----- 

From: NW <mailto:nw-mailing-list at nwhs.org>  Mailing List 

To: NW <mailto:nw-mailing-list at nwhs.org>  Mailing List 

Sent: Tuesday, January 01, 2008 9:14 AM

Subject: Re: Reusing Signals (was VGN Morri Branch)

 

I have often wondered what happened to all the signals that were removed on
the Bristol Line through the years.  Signalled sidings were removed at
Wyndale, Hayter, Meadowview, Chilhowie, Seven Mile Ford, McMullin, Atkins,
Groseclose, Crockett, Grubb, Kent, Max Meadows, Granite, Wurno, and Melborn.
Bracket signals were removed at all these locations, as were most of the 9'8
cases.  The home signals had the lower arm removed, and were thus converted
to automatic signals.  Many were left at their original locations, so they
had no opposing signal.  The only realignments I am aware of were at
Wyndale, Chilhowie, McMullin, Crockett, and Kent.  Hayter was completely
removed, home signals and all.  Wyndale was retained as a control point
only.  The rest were left at their orignal locations.

 

I assume all the removed components and such were reused in other places.  

 

I wonder why some of the signal installations were realigned, and others
weren't.  Anybody know why?

 

Ben Blevins



 

More than anything else, I believe searchlight signals were installed
because of scarcity in

position light equipment, so  I've been told   Could Union Switch & Signal
have supplied more

position light equipment ? I don't know.  Two years before, N&W had
converted the Winston

District from Automatic Block (with 19 short sidings) to traffic control
(with two signaled sidings;

a third, Philpott, was added later).  The branch to Belews Creek required
additional signals also. 

N&W respaced signals on the Norfolk Division and got a dual benefit -  it
extended the block

length and the surplus signals went to make traffic control on the Winston
District a reality.

 

                                                                    Harry
Bundy






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