NW Mailing List
nw-mailing-list at nwhs.org
Mon Sep 23 16:13:34 EDT 2013
Jim: The signal you see is a 'scrounged' signal that displays a yellow
approach light ONLY. And is fixed to that aspect which it shows at all
times. Ex NYC from Conrail stock, I presume.
The reason is that westbound trains off of the Peavine will swing around
the curve to the typical N&W 'traffic signal- three lights at CLARE proper
to control their movement out of dark territory off of the single track
Peavine and on to the 'new' track, ex-PRR "MAIN TWO" the westbound mainline
taken over by the N&W in 1976.
In 1993 when the mainline ws rearranged for the new yard at Clare (four
long spurs for BULKMATIC unloading from 14 tracks in the yard) the track
off the bridge was re-routed from the eastbound, ex-PRR, MAIN ONE to MAIN
TWO to reduce the curvature off of the bridge. MAIN ONE became a passing
siding. Hence the three light signal at the end of the bridge.
After the Feb 2003 shut-down of the Peavine as a through route, when track
warrant operation was started, the signal you questioned was installed to
indicat this new approach situation. Very near by had been a standard CPL
with lower red light for stop-and-stay to use as a hold-out signal for
trains coming into the yard. I am pretty sure that the old signal was
removed due to RUST.
The Peavine was numbered from downtown Cincinnati on the CIncinnati,
Lebanon & Northern (PRR) with zero being the old Court Street Station
location- now more-or-less the new casino along Gilbert avenue. So the N&W
didn't come on to its own tracks until idlewild by Xavier University ( I
think MP C 4.5) thnce eastward through Norwood and HYde Park to Clare (
west End C8 east end C9). After the end of the CL&N/PRR when I-71 was
built in 1969, ZERO moved out the Berry Yard (I-75 and Ohio 562/Norwood
Lateral) with adjusted miles.
Following N&W practice, the Peavine didn't use 'mainline' numbers (NORFOLK
to Columbus) but Branch line. As the line was built eastward in the
Cincinnati & Eastern days it started in Cincinnati. "C" stood for
Cincinnati; VERA was C103, I think.
The signal C9.8 was a dispatcher controlled signal as eastward trains would
be controlled out to ANCOR siding and could be held out west of the west
end of ANCOR while the local could work the indutrial spur off of the
siding and come out westward to get back on to the mainline. The industry
was a Baldwin Piano factory that made something classified for the
military, then Heekin Can, now BWAY Can manufacturing.
T51 local still works the Peavine out as far as PEEBLES where it picks up
bulkhead flats with raw rr ties. More or less T51 comes down from Sharon
Yard on mondays with tank cars for CLARE and QT Trucking transfer loads. On
Wednesday T51 comes down and shifts cars at Clare, then hauls east with
empty tanks and empty bulkhead flats to Peebles. they make Peebles or Mt.
Zion siding before 'dogging'. Thursday the crew cabs out the to train,
goes into Peebles , does its work and heads back to Clare where it is put
away in the ex-PRR Transfer tracks. Friday (morning usually) a 'dog
catcher' comes out to shift cars in Clare and take the loaded flats and
empty tanks back to Sharon Yard.
Naturally, this pattern was developed over late spring and summer when TQ07
was abolished. These last few weeks might see different patterns of work
off of T51 as it seems that fewer bulkhead flats are moving out of Peebles
(2 to 3 cars rather than 6-9 cars earlier.) THese ties appear to be NS
property; the supplier may be completing his contract recently or he is
running out of large oaks to cut the ties from out of this area.
TODAY, the line running over through Hyde Park to Berry Yard is undergoing
abandonment, the tracks are cut at MP C8. No train has run over the line
since (TQ07) 2009 or 2010.
Gary Rolih, Cincinnati
On 9/23/2013 8:48 AM, NW Mailing List wrote:
> The "A" on the first signal gives this away as an approach signal (not
> the aspect but "approaching" a controlled signal). It appears it can show
> all three indications, but, the reality is that it may just be fixed at
> "approach" or a train may get a "clear", which indicates the status of the
> next signal and not the block ahead.
> I believe that the number system on the Peavine was miles out of
> Portsmouth to Cincinnnati, so , Portsmouth (actually Vera) would be "0" and
> Clare/Cincinnati would be the distance from Vera.
> The item between the tracks buried and covered with a plate is part of
> the signalling system and is a resistance coil. I know I'm messing up the
> technical name for it...choke coil perhaps...I know it has to do with the
> resistance factor needed to shut the track circuits. The plate protects the
> coil from damage.
> The signals up on pilings is to prevent flooding of relays and such...I
> believe sections of the Peavine were rather flood prone.
> Eric at CG Tower
> On Mon, Sep 23, 2013 at 7:12 AM, NW Mailing List <
> nw-mailing-list at nwhs.org> wrote:
>> Made it to Cincinnati yesterday and have a couple signal questions (see
>> attached pix). What's up with this "foreign" signal just past C1? Guess
>> since the line is now "dark" you need an approach distant to indicate
>> you're coming back into signaled territory. How frequently is this track
>> used? Can somebody identify the device shown in picture 2? Why is the
>> does the first signal out of Clare show "C98"? Why is this signal and the
>> next up on pilings? What's the purpose of the plate fastened to the ties
>> in picture 4?
>> Thanks in advance,
>> Jim Cochran
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