I drive over Solder Summit quite often. UP has replaced most of the old D&RGW signals. Most of the time the signals are dark. But I have seen signals that are on some of the times with no trains to be seen. I have seen all signal aspects, Green, Yellow, Flashing Yellow, and Red. No train for miles, no evidence of maintenance crews.
Steve
My condo in Jacksonville the power to form the 220 volt system for the Heat Pump/Air Conditioner, Stove and Water heater come from two different services. One comes from a road to the East of the complex and one come from the road to the West of the complex. If one fails, the way my unit is wired, the 110v devices on my 2nd floor work, if the other fails the 110v devices on my 'ground' floor work. If either fail the 220v devices do not work. If both feeds are good then everything works as intended.
Never too old to have a happy childhood!
Now THAT would tick me off!
Lithonia OperatorAfter years of having a streetlight about a hundred feet from our bedroom window...
Reminds me of a story of a father who was complaining about the light bill, basically blaming his family, as fathers are wont to do. At one point he even opined that he was paying for the streetlights as well. So he headed for the fuse box and pulled the main fuse.
The streetlights went out...
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
After years of having a streetlight about a hundred feet from our bedroom window go off and on all night, I finally, on a very quiet night, realized the light went off every time our fridge kicked on! No lie. My friends never believed me. Not one. (But my wife came to see it was true.)
It was some kind of vapor light, and each time it went dark, it would start coming back to full brightness right away; this took a few minutes.
One day I stopped by a power company office and talked to an engineer. He asked where I live. I told him. He lip-farted and said, "On THAT stretch, I have no doubt what you say is true! We are about to replace all of it."
They did; and not only is the streetlight happy, but even in the worst weather, we basically never lose juice now, even when outages are very widespread. Before the re-do, outages and brownouts were very frequent.
Back when the fridge was killing the streetlight, the house lights did NOT dim. Go figure.
I live in an unique situation location. My house is on the same phase as the local CP is. The power line 3 phase primaries around here are the obsolete 2400 volt system that is slated to be upgraded to the common 7200 volt system in maybe 5 years. Yeah I know probably not!.
About once a month the fuse that protects my phase blows and down goes my power as well as the CP's power. At that time the CP goes dark and only comes on when there is a train approaching. More than once coming home I have observed the CP dark and know no power at our home.
Discussed this with a signal maintainer who said when the approach lit system fails the signal lights up to on if there is any problem with that circuit. Unually a road inspector will report to him any normally approach lighted signal that is on when doing track inspections.
tree68That might be the only power source for a remote station or section house (or signals). It was enough to power a light bulb or two.
When I was on one of my PRR work assignments, I was assigned to a C&S work train near Anderson IN. and the crew hung a 440/120 V. Xfmr to the signal power line for our cars power.. One of our crew used an electric skillet to cook our breakfasts. Have often wondered what the actual voltage delivered after the line drop. Yes, the lights did dim.
CSX had several locations that used Solar Power for specific signals. There were times when, because of heavily overcast days where the Solar charging system was not up to the requirements of keeping the batteries charged and in the 3AM to Sunrise time period it was not unheard of that the signal(s) would be reported by Train Crews as being Dark. Maintainers would get dispatched to remedy the situation.
Pole lines often carried "commercial" power as well as signal, etc.
That might be the only power source for a remote station or section house (or signals). It was enough to power a light bulb or two.
dubch87How often did the batteries have to be replaced in the signal cabinets using the "old" incandescent bulbs? I'm assuming a signal maintainer just went around on a schedule replacing batteries before they went out?
Most signal systems I am familiar with had local commercial power sources that kept the batteries charged. Sometimes, this power was carried on the wayside pole line that carried the signal and telegraph wires from an available commercial power. If you see a signal case with a lit light on it, it means the commercial power is live. Train crews are supposed to report outages.
The batteries for signal systems are similar to an automobile except they are large glass jars and could last about ten years before replacement. Usually, they needed equalizing (having a raised charging voltage applied) to stablizing the plates on a quarterly schedule.
Before comercial power was available, they used primary cells which had to be rebuilt on a scheduled basis. These were large glass or wood jars that would be filled with acid and their cathodes and anodes would be consumed over a period of time. I do not know how often they had to be renewed.
Track Circuit batteries were (still?) Nickle-Iron which are quite robust and can be completely discharged and recharged with no damage.
Battery replacement would be a part of routine maintenance. What the expected life of the batteries are (were) I have no idea.
How often did the batteries have to be replaced in the signal cabinets using the "old" incandescent bulbs? I'm assuming a signal maintainer just went around on a schedule replacing batteries before they went out?
https://railroads.dot.gov/train-control/ptc/ptc-system-information
With limited exceptions and exclusions as described within Subpart I potentially available, PTC is required to be installed and implemented on Class I railroad main lines (i.e., lines with over 5 million gross tons annually) over which any poisonous- or toxic-by-inhalation (PIH/TIH) hazardous materials are transported; and, on any railroad’s main lines over which regularly scheduled passenger intercity or commuter operations are conducted. It is currently estimated this will equate to approximately 60,000 miles of track and will involve approximately 20,000 locomotives.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
Thanks, man.
Lithonia Operator BaltACD My understanding of CSX signalling and changing to PTC - legacy systems would not be changed if PTC was not being installed on their territory. Where PTC was being installed everything would be done with Darth Vaders - trying to adapt to a level of standardization across the system. What defines whether a section of a Class 1 railroad can be exempted from the PTC requirement?
BaltACD My understanding of CSX signalling and changing to PTC - legacy systems would not be changed if PTC was not being installed on their territory. Where PTC was being installed everything would be done with Darth Vaders - trying to adapt to a level of standardization across the system.
My understanding of CSX signalling and changing to PTC - legacy systems would not be changed if PTC was not being installed on their territory. Where PTC was being installed everything would be done with Darth Vaders - trying to adapt to a level of standardization across the system.
There is a whole published criteria list for what constitutes trackage that is required to have PTC installed. To cut a long story short - trackage that routinely handles specific kinds of HAZMAT and/or passengers.
tree68 BaltACD With you mentioning CPL's for Deshler, it would sound like those installations have not had their signal systems upgraded to support PTC. Deshler has a combination of CPLs and "Darth Vaders." It's my understanding that the maintainers have said that the CPLs will stay up until they completely fail or orders come from above. Most of the Toledo Sub is running on CPLs. AFAIK, PTC is up and running there.
BaltACD With you mentioning CPL's for Deshler, it would sound like those installations have not had their signal systems upgraded to support PTC.
Deshler has a combination of CPLs and "Darth Vaders." It's my understanding that the maintainers have said that the CPLs will stay up until they completely fail or orders come from above.
Most of the Toledo Sub is running on CPLs.
AFAIK, PTC is up and running there.
BaltACDWith you mentioning CPL's for Deshler, it would sound like those installations have not had their signal systems upgraded to support PTC.
tree68 BaltACD The Absolute Signal for the control point is DARK unless there is a train in the track segment approaching the signal. When the signal lights it will then display whatever route indictions the Dispatcher wants displayed on the signal. The westbound signal for CP239 on the Chicago Line (Utica, NY) has been lit any time I have seen it, regardless of the aspect. And I see it every time I take a PE train out and when we return. The CPLs and all other signals around Deshler are also constantly lit.
BaltACD The Absolute Signal for the control point is DARK unless there is a train in the track segment approaching the signal. When the signal lights it will then display whatever route indictions the Dispatcher wants displayed on the signal.
The westbound signal for CP239 on the Chicago Line (Utica, NY) has been lit any time I have seen it, regardless of the aspect. And I see it every time I take a PE train out and when we return.
The CPLs and all other signals around Deshler are also constantly lit.
As I have repeatedly said - it is up to the company operating the terrirory and potentially down to the level of the Signal Supervisor on specific Divisions of the Company.
I pass the Control Point known as East Hood on the OML. When B&O CPL's were protecting the Control Point, the signals were continuously lit. After the Control Point was changed to the so call Darth Vader form of signals for PTC compliance - they are now approach lit. If no train is in the approaching track segment the signal is not lit.
With you mentioning CPL's for Deshler, it would sound like those installations have not had their signal systems upgraded to support PTC.
BaltACDThe Absolute Signal for the control point is DARK unless there is a train in the track segment approaching the signal. When the signal lights it will then display whatever route indictions the Dispatcher wants displayed on the signal.
tree68It's been my experience that interlocking signals are lit full time. That could include a crossover in the middle of "nowhere." Intermediates are more likely to be approach lit. The widespread use of LEDs may be driving some of this. Anyone who's been replacing the lights in their house knows that LED's draw a fraction of the juice that incandescents draw. That's less important as RRs move away from batteries as a power source for signals.
Intermediates are more likely to be approach lit.
The widespread use of LEDs may be driving some of this. Anyone who's been replacing the lights in their house knows that LED's draw a fraction of the juice that incandescents draw. That's less important as RRs move away from batteries as a power source for signals.
All CTC 'Control Points' are interlockings as they control both switches and signals. In my home area of CSX, The Old Main Line, a number of years ago CSX changed the OML and its Control Points from being Continuous Lit to Approach Lit.
The Absolute Signal for the control point is DARK unless there is a train in the track segment approaching the signal. When the signal lights it will then display whatever route indictions the Dispatcher wants displayed on the signal.
It's been my experience that interlocking signals are lit full time. That could include a crossover in the middle of "nowhere."
steve-in-kvilleI've been noticing that on our stretch of track (NS mainline) that some blocklights stay on full time and others only when the track is occupied. Any reason for this?
Company preference. Some like continuously lit signals, others prefer approach lit signals.
I've noticed that my line (Metra Southwest ex-Wabash) formerly had approach-lighted block signals with interlocking home signals lighted full time. It has since been upgraded with CTC and all signals seem to be lighted full-time.
I've been noticing that on our stretch of track (NS mainline) that some blocklights stay on full time and others only when the track is occupied. Any reason for this?
Regards - Steve
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