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Are the major railroad companies powering down their block signals when there are no trains in the vicinity to save on power?

I cross a few rail lines between my place and my parents' every week, and notice that unless there's a train visible on the tracks, the block signals are dark. This started about a year ago. Both CSX and NS seem to be doing this.

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Matt Kirsch posted:

Are the major railroad companies powering down their block signals when there are no trains in the vicinity to save on power?

Yes. Such practice has been going on for decades.

I cross a few rail lines between my place and my parents' every week, and notice that unless there's a train visible on the tracks, the block signals are dark. This started about a year ago. Both CSX and NS seem to be doing this.

Most major railroads have gone to Approach lit signals, except for extremely high density multi-track areas, such as the former CB&Q "East End" triple track between Aurora, IL and downtown Chicago.

 

It is entirely the choice of the individual railroad.  There are no standards or regulations for approach lighting.  Another type of signal illumination is called intent lighting.  In that practice, controlled signals, i.e., signals governing movement over a switch controlled by the Dispatcher, light up when he establishes a route for a train (lines up signals at sidings or other control points in advance of the train, sometimes several at a time).  Usually, automatic (intermediate) signals between controlled points do not also light up, until a train enters the block in advance of them.  But, again, there are no regulations or standards for this except those of the railroad.

Last edited by Number 90
Matt Kirsch posted:

Are the major railroad companies powering down their block signals when there are no trains in the vicinity to save on power?

I cross a few rail lines between my place and my parents' every week, and notice that unless there's a train visible on the tracks, the block signals are dark. This started about a year ago. Both CSX and NS seem to be doing this.

You would think so but on the old B&A line in Westfield Ma, ever since they upgraded the signals to LED they are one 24/7.  You would think they would power down when no trains are coming.  Other parts of the line the block signals go dark after the train passes.

 Gentlemen,

   The operating power on most individual RR's is controlled by each individual RR business, it has been sense the beginning of RR operations.  The newer LED lighting is now mostly being run by a maintenance type operation for most RR's.   Increasing and decreasing power as require for operation is nothing new to RR operations, it helps keep operating cost at a reasonable rate.  Now if the RR is operating an Electrical Engine fleet like the GG1's, things become a great deal more complex, and immediate electric control is maintained on a more readily available set up, costing more money.

PCRR/Dave

 

It's not the low cost of continuously illuminating the 1.5 volt bulbs in block signals which primarily makes approach lighting attractive.  It's mainly to remove an attractive target for boys with rocks and men with beer and firearms.  Repairing a signal which has been shot out is a different story.  Not only is it costly, but it requires immediate response by a Signal Maintainer* and also often requires the Signal Department field truck with on-board crane to remove and replace the entire signal unit.  If this occurs outside normal working hours, everybody involved is on overtime pay.  Additionally, freight charges for crating and shipping the damaged unit to the main signal shop for rebuilding or scrapping are substantial.  Signal systems (circuits, apparatus, and their maintenance and testing) are a very costly part of the railroad's fixed plant, and making them less attractive as targets is cost effective.  Signal vandalism is a significant cost to every railroad.

Bulb life is extended by the use of approach lighting, but bulb replacement is cheap and can wait until normal working hours for the Signal Maintainer to insert a new bulb.  Meanwhile, fail-safe features ("light-out protection") built into the signal system will assure that signals in advance of the dark one display aspects which will cause trains to approach the dark signal prepared to stop.  Trains encountering a dark signal will proceed in accordance with rules that govern absence of a fixed signal where one should be displayed.  So, how does the Dispatcher know whether the signal has been shot out or just gone dark with no apparent damage?  Radio reports from passing trains.  The shattered lens is not hard to see.

*  Immediate response to a signal known to have been vandalized is important because immediate inspection must be made, in order to assure that no damage has occurred which could adversely affect the rest of the signal system.  For example, shunting across two particular wires by metal from vandalism damage might, in certain cases, permit a false proceed aspect to be displayed where a less favorable aspect should be displayed because of the damaged signal going dark..

Last edited by Number 90

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