N&W Signal Statistics, Jan 1, 1935

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Subject: Re: N&W Signal Statistics, Jan 1, 1935


Abe:
According to my records from Railway Signaling there was a controlled switch 1 mile east of Vicker on the WB main (pull-in) controlled by a desk type machine 4 miles away in Walton installed in 1929.  It had 6 controlled signals associated with it.  Could this be one of the "mystery" controlled points?
Glenn 


From: NW Mailing List 
Sent: Sunday, May 22, 2011 11:40 PM
To: nw-mailing-list at nwhs.org 
Subject: N&W Signal Statistics, Jan 1, 1935



An interesting little 23-page, typewritten publication, "A Tabulation of Statistics Pertaining to Signals and Automatic Train Control as of January 1, 1935," written by Bert T. Anderson and bearing a publication date of June 1, 1935, contains a bit of interesting information on the N&W. 


It lists for the N&W no staff system in effect and no automatic interlockings.  The N&W had 7 engines equipped with "Automatic Train-Stop or Train-Control Devices" (perhaps for service over the RF&P ?)  Under the "Automatic Cab Signal" tabulation, N&W is credited with 238.7 "miles of road equipped," 241.2 "miles of track equipped," and 62 engines equipped.


But the most interesting N&W entry is under "Remote-Controlled Power-Operated Switches and Signals in Service," where N&W is credited with 2 "Controlled Points" equipped with a total of 2 "single switches," 0 crossovers, 0 semaphores, 0 derails, and 8 "light signals."


Where could these two "Controlled Points" have been"  Immediately, North Roanoke and Bluff (between Pepper and Low Grade Tunnel on the Radford Division) came to mind.  That would account for the two switches, but how does one get 8 signals out of two single-switch interlockings?  A single switch interlocking (such as would be located at the end of double track) would require only 3 signals.


Any ideas?


I'll be happy to forward a PDF of Anderson's paper to anyone who requests it.


-- abram burnett
 

Abeie:
The seven ATC or ATS equipped locomotives were apparently for service over the Atlantic Coast Line
Petersburg to Richmond - Broad Street Station.  Actually RF&P trackage begins at the fifth pier of
the James River viaduct, so it DID include RF&P signals.  At the end of the steam era, K's 121-122-123
were ATS (or ATC- equipped).  ACL's system was GRS and the Shenandoah Div. was Union Switch and
Swindle.    In the Cowan - Bluff area, in addition to the turnouts going from single to double track and 
vice-versa,there was also a turnout at the east bank of the New River leading into the Radford Army 
Ammunition depot.  During World War II, N&W operated commuter trains Roanoke to the arsenal to
haul workers.  HWB                                          

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