Compared with other recent NS re-signaling projects that have continued through multiple calendar years, the PRR signaling on the lower 20 miles of the Port Road were replaced in about 6 months. Not only were the remaining PRR position light signals replaced, but NS also decided to convert the cab signaled line to Rule 562 operation, eliminating four automatic signal locations and converting another to a controlled point. Of course I don't need to tell you all of the changes that took place between PERRY interlocking on the NEC and CP-MIDWAY because NS is nice enough to publish comprehensive change documentation that also includes all possible signal aspects.
Starting from Amtrak territory at PERRY, the first major change was the conversion of the former CP-MINNICK interlocking to a new CP-MINNICK controlled point. CP-MINNICK used to provide access to the west end of the Perryville freight yard and was downgraded to an automatic signaling location when the yard was removed. Well, for whatever reason NS decided to install a controlled point cantilever mast in between the two former CP-MINNICK home signals. I guess it allows locomotives and trainsets to be reversed at the Perryville wye track without having to tie up the entire stretch of track south of CP-QUARRY, where NS likes to store trains waiting to get onto the NEC. It could also be a way for the signal department to add what is functionally an automatic signal despite a possible management directive to go Rule 562. Without the signal at CP-MINNICK, crews cannot tell if they are approaching a Slow Approach or a Stop signal at PERRY from their cab signal alone. The aspect chart also shows how the distant to CP-QUARY on the siding track has to display both Approach Limited for a Limited Clear and an Approach Medium for a Medium Approach. Also being wiped away are electro-mechanical cab signal code generators of the type that existed at the cab signal cut between CP-MINNICK and PERRY.
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The once and future CP-MINNICK |
Moving on, CP-QUARRY has had its eastbound home signal moved to be closer to the switch. Evidently PTC and cab signals are a substitute for sight lines. Also, NS is taking a play from the Amtrak playbook and having trains diverge over Medium Clear at CP-QUARRY approaching a Medium Clear/Approach at CP-TOME and Limited Clear approaching a Clear/Approach signal at CP-TOME.