Signals on the C&O

The Signal Department on the Chesapeake & Ohio Railway started many years ago when the first interlocking plants were installed to protect grade crossings with other railroads. The installation of these interlockings mandated the services of signal maintainers, thus establishing the department. Signals were installed primarily as a safety measure, with little or no thought given to the operating advantages that might be made by an adequate signal system.

Practically all of the early signal appliances were of a mechanical type. Later, as electricity was applied and became a potent factor in solving signal problems, the railroad saw opportunities in signaling for both safety and operational efficiency. Several sections of double track had been built to handle increased amounts of traffic, and in 1908 seventy-five miles of automatic block signals were installed between Newport News and Richmond. From 1909 to 1912, 387 miles of automatic signals were installed between Clifton Forge, Va., and Cincinnati, Ohio. From time to time interlocking plants were installed at ends of double-track sidings, junction points, and ends of yards. The installation of this signal system increased the safety of operation, and also provided increased track capacity by permitting closer following movements with adequate signal protection.

The signal system and physical plant in place on the C&O at the beginning of the First World War was inadequate to handle the tremendous increase in traffic encountered during and after the war. The 1920s saw a reconstruction of the railroad and the signal system to handle these demands. By 1929, there were 101 interlocking plants on the system-12 were electric, 18 were electro-mechanical, 11 electro-pneumatic, and 60 were mechanical. Twenty-four of these interlockers were installed between 1924 and 1929. At this writing, most of these interlockings still exist as control points operated from the Control Center in Jacksonville, Florida. Although these control points have a designated control point number in the timetable, they are still identified by the original telegraph call letters from earlier times when they were manual block stations such as NC Cabin (New Connection), and BS Jct. (Big Sandy Jet). RU Cabin at Russell, Kentucky, was the last locally operated interlocking plant, but by the end of 1999 it, too, was operated from the Control Center (see the May 2001 C&OHS Magazine).

In 1927, the Centralized Train Control System was introduced. This system placed the movement of all trains under direct control of a dispatcher, who directs the movements entirely by signal indications by means of a dispatching machine that controls switches and signals at sidings and junction points located many miles away from the control location. Very little Centralized Train Control was installed during the 1930s. I surmise this was due to the economic conditions of that era and the relatively new signal installations.

The massive upgrading and installation of new signaling in the 1920s brought about the expansion of the Chief Engineer of Telegraph and Signals Office to provide designs for new signaling and revisions of existing signals with the support and direction of the nine division signal supervisors and their staffs responsible for the operation and maintainence of the signal system on their divisions. This period also created standardization of signals. As Union Switch & Signal became the primary supplier of signal eqinpment and materials to the C&O, standards were developed to provide uniform installation and maintenance of the signals compatible with US&S equipment. Prior to this time many items of hardware were fabricated on the jobsite by blacksmiths.

A signal reclamation and repair shop was established on the C&O at Barboursville, W Va. This shop was a fascinating place that repaired signal equipment to manufacturers' specifications. As the operational needs of the railroad changed, signals would be removed or relocated. Surplus material were stored at the shop and when needed were rehabilitated and reinstalled. Many of the signals, bridges, cantlevers, and housings in service today have seen service at various locations.

In 1985, I supervised the removal of signals from the abandoned Lexington Subdivision. Much of this equipment was later used to repair flood damage on the James River Subdivision. Changing times and economics have dictated the replacement of signals, cantilevers, bridges, and housings from various suppliers rather than rehabilitating much of the existing equipment that in some instances is 75 years old.

The heavy traffic levels during the Second World War mandated the need for more signaling. The Big Sandy Subdivision was a particular problem. Centralized Traffic Control proved to be the ideal solution to the operating problems on this division. This project was so successful that it started a series of projects that lasted for many years as signaling was upgraded division by division. My good friend Stewart Bostic wrote an excellent article that appeared in the July 1992 issue of the Magazine that portrayed signal construction of this era. The 1970s saw the consolidation of division dispatcher's offices into regional centers, followed in the late 1980s by the consolidation of all CSX dispatching in Jacksonville.

After many years of service, the old C&O signal system is being rehabilitated and modernized. The RU interlocker was completely rebuilt. Others are being upgraded by replacing the electro-pneumatic switch machines. All communication circuits were removed from the wayside pole line several years ago. Now with the installation of radio code to eliminate the physical line connection to the dispatch center, the installation of electronic track circuits to replace the vital signal circuits on pole lines and the 440-volt signal power line being replaced with electric services at locations requiring electric power, the pole line will continue to disappear from the railroad rapidly in the next few years. With these improvements the existing signal system will continue to provide reliable and safe operations for many years.

Sources

Railroad Operation and Railway Signaling Edmund J. Phillips Jr., 1942.

Know Your Railroad, C. A. Taylor Superintendent Telegraph & Signals-- C&O Rwy. Co., 1929.

Chesapeake & Ohio Railway Company Rules & Regulations-Rates of Pay Covering Maintainence of Way Employees, C&O Rwy. Co., August 1, 1917.

Copyright Chesapeake and Ohio Historical Society, Inc. Jan/Feb 2002
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