Model Train Journal

Happy Friday!!

Was up in Roanoke last week, so I didn't get to post anything. But here's a few shots from this week -

CNJ Camelback 763 leading a freight on the NY&LB


CNJ Train Master 2401 heading north towards Jersey City on the main line-


CNJ FM Train Master 2401 at Red Bank-


CNJ FM Train Master 2401 at Red Bank-


PRR K4s running on the NY&LB near Red Bank-


CNJ GP7 1534 heading to Bayhead with a short commuter train-


CNJ Train Master 2401 is getting close to the end of it's run at Jersey City as it makes a stop at Westfield


A PRR K4s bound for Bayhead comes to a stop at Red Bank station



End of the line for NS D8-40C 8702 at Cresson Steel


A set of NS SD40E helpers drift downgrade past MG tower & the doomed PRR signals as they head eastbound towards downtown Altoona.


NS ES44DC 7694 brings up the rear of 23G as it splits the classic N&W signals at Gunton Park on the Pulaski District


NS SD70 2527 roars out of Welch Tunnel on the Pokey with a westbound manifest


With the first rays of sun gleaming off the sides of the carbodies, UP SD70M 5201 leads westbound 233 through Wabun, VA on the Chirstiansburg District


NS 17G heads westbound past the old PRR station in Latrobe with Dash-9 9542 leading


NS 50V heads down the R Line in Fort Mill, SC with Dash-9 9760 leading & the NW heritage unit trailing 3 of 3

Christopher,
Great photos as usual.
A couple of questions.
In your first photo I see a bus waiting at the crossing. I would like to have a bus, or two. but they seem to be either too large or too small.
Menards had a nice looking one but it also seemed to be too under-sized. I know that a close to scale one would be to big.
Your thoughts on this please.

I am aware of why the PRR and N&W signals were so similar (not so sure why B&O is) and they seemed to work well.
What is the reasoning behind the change? Newer technology? Parts supply? Reliability ( don't think so)? Other?
You seem to travel a lot in that area and thought you might have picked up something.
I have checked some forums but never found a good answer.

From this evening- CP 140 at Romulus, MI. BNSF warbonnet C44-9W 785 trailing

What is the reasoning behind the change? Newer technology? Parts supply? Reliability ( don't think so)? Other?

With the advancement of tracking and communications technology the train control can be handled by other means. The signal towers require maintenance and that means man hours spent of taking care of something that is no longer needed from an operations stand point.

I suspect that the last legitimate use for the signalling equipment was for maintenance crews. The equipment is getting smaller/lighter/cheaper and even a roadrailer pickup can handle a laptop with GPS and satellite communications. I'll miss the equipment because I could read signals and tell when a train was approaching or why a train couldn't move because the tracks ahead weren't clear.

Chuck,
Thank you.

Roger,

The bus I have is a corgi one. It's slightly undersized for O, but it was pretty close. I think it works well for what it is. The Corgi buses seem to be the best & most plentiful to find for O

As far as the signals, with the mandated installation of PTC - positive train control, railroads have been replacing the older signals with the new aluminum crappy looking ones so the 2 systems talk to each other . I'd bet you if not for that , these things would last another 50 years

The position signals are almost fail-safe. They just go on and on.

rogruth wrote:The position signals are almost fail-safe. They just go on and on.

They do. The PRR introduced them in 1915.

I will be sorry to see them all disappear.

George