Semaphore Signals in New Mexico

[Buslist]

rjemery

Ed,

I don't know how extensive the use of semaphore signals were on the old AT&SF Transcon, but I surmise that desert looking country was actually northeastern New Mexico, especially between Las Vegas and Raton.  That land is deemed semi-arid but supports ranching and livestock, waterfowl on the flyways and big game mammals, such as deer and elk.  Among other areas in the state, it is a hunters' paradise in the nearby Turkey Mountains.

 

 

Pretty much describes LaJunta to Trinidad in Co as well.

[rjemery]

Ed,

I don't know how extensive the use of semaphore signals were on the old AT&SF Transcon, but I surmise that desert looking country was actually northeastern New Mexico, especially between Las Vegas and Raton.  That land is deemed semi-arid but supports ranching and livestock, waterfowl on the flyways and big game mammals, such as deer and elk.  Among other areas in the state, it is a hunters' paradise in the nearby Turkey Mountains.

[7j43k]

FWIW,

In about 1950, I rode the Super Chief from LA to Chicago.  I remember being in the obs looking to the rear, and was impressed to see the semaphores falling as the train went by.  This was in desert-y looking country.  And daytime.

 

Ed

[ChuckCobleigh]

A semaphore in New Mexico on the Transcon in 1943.

Or in Texas on the Transcon in 1943.

[Paul_D_North_Jr]

This might be of some interest, even if not pertaining to the Raton Pass line:

"Santa Fe sentinels - how Santa Fe operated on block-signaled track" by Hellman, B. C.  from Trains January 2003 p. 52, atsf  operation  signal 

- Paul North.

[wanswheel]

“The City of Lamar, Colorado requests $30,864,167 in TIGER VIII funds for the Southwest Chief Infrastructure Investment Project. This project installs 60 miles of new track to complete the rehabilitation of the BNSF Railway La Junta Subdivision in Kansas and Colorado. It also invests in infrastructure improvements along the New Mexico-owned portion of the route in Santa Fe County, New Mexico, to benefit Amtrak service. If (TIGER VIII is) awarded, all the mid-20th century bolted rail will be replaced with continuous welded rail over a 313-mile stretch of track to be maintained at 80 MPH passenger train standards for a minimum of twenty years by BNSF. This will improve the overall speed and reliability of the line as well as the ride quality experienced by Amtrak's passengers.

“In addition, museum-worthy semaphore and searchlight signals will be replaced with modern signals and the vandal-prone signal pole line will be eliminated along the 22.5 miles of track owned by New Mexico on the Albuquerque Subdivision. Other Albuquerque Subdivision components include upgrading switches, signals and track in sidings to facilitate meets between the eastbound and westbound Southwest Chief trains. This grant will be combined with $10,161,500 of non-federal match, resulting in a total project cost of $41,025,667 and a 24.8% match. The grant is 100% rural.”

[BaltACD]

rjemery

The last place for semaphore signals in North America, if they have not yet been replaced, exists on the old AT&SF Transcon between Raton and Lamy, NM, much of which was and is single track, although sidings that once were may have since been removed.  These days, the only regular trains that transit the route are the daily Amtrak SW Chiefs.

To my knowledge, most signals on the greater AT&SF network wide (long before BNSF) were the color searchlight type.  When and why did the AT&SF install semaphores on this one (and presumably only) stretch of its old Transcon?

Signal systems are, and always have been, 'big ticket' items in railroad capital expenditures.   Signals get installed on lines when other methods cannot maintain efficiency of operation as the volume of traffic on a line grows.  If the traffic on a line never reaches the level to require signals, the line will not get signals.  There are thousands of miles on todays Class 1's that are still not signalled.

When signals do get installed, they are 'state of the art' at the time they are installed.  Most all signals installed in the early 20th Century were semaphores.  As technologies changed and improved during the 20th Century other forms of signals were developed and installed.  Different carriers standardized on different forms of signalling. PRR went with position light signals, B&O went with color position light signals, others went with color light signals.  Each carrier, in their own mind, felt they had the best system.

The PTC requirements have forced the carriers to install new signals to be compatable with the operation of the other elements of PTC.  PTC is also effective on territories that are not signalled in enforcing defined authority limits.

[diningcar]

[quote user="K. P. Harrier"]

Years ago semaphores were installed on AT&SF system wide and were standard.  Later, targets came along, and they replaced semaphores.  But, the line which you inquired of had no real economy incentive for upgrading to target heads, and was consider the money losing ‘passenger’ line.

Someone correct me if this is wrong, but that ‘passenger’ line has never been considered the Transcon.  All BNSF’s bread and butter runs on the southern Transcon go via Clovis.

 

KP has it right, the line through Belen, Clovis, Amarillo and on to Kansas City and Chicago is now the BNSF Transcon. This was the Santa Fe Transcon for the heavy freight trains while the Raton Pass line was primarily for passenger service. However some freight trains continued to use the Raton Pass line until and after the BNSF merger. Now only Amtraks #3 and #4 use it.

However

[Deggesty]

As I recall, searchlight signals are being replaced because signals with moving parts are now prohibited.

[CSSHEGEWISCH]

Similarly, searchlight signals are being replaced, too.  When Metra/NS upgraded the Southwest Service line by extending the double track and CTC, the searchlight signals were replaced with three-light color light signals.

[K. P. Harrier]

Years ago semaphores were installed on AT&SF system wide and were standard.  Later, targets came along, and they replaced semaphores.  But, the line which you inquired of had no real economy incentive for upgrading to target heads, and was consider the money losing ‘passenger’ line.

Someone correct me if this is wrong, but that ‘passenger’ line has never been considered the Transcon.  All BNSF’s bread and butter runs on the southern Transcon go via Clovis.

[rjemery]

The last place for semaphore signals in North America, if they have not yet been replaced, exists on the old AT&SF Transcon between Raton and Lamy, NM, much of which was and is single track, although sidings that once were may have since been removed.  These days, the only regular trains that transit the route are the daily Amtrak SW Chiefs.

To my knowledge, most signals on the greater AT&SF network wide (long before BNSF) were the color searchlight type.  When and why did the AT&SF install semaphores on this one (and presumably only) stretch of its old Transcon?