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Signal aspect at interlockings
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Hello everyone I am Rodney and I am a conductor/switchman for the BNSF I make runs on a lot of subdivisions that have several types of interlockings which are goverened by different rules the main type of interlocking i run accrose is the manual type that is controled by a control operator/dispatcher some of them are not controled by our dispatchers the one taht are controled by our dispatcher if it is all red i.e. stop indication we i.e. the crew contacts the control operator or tone up the dispatcher to get the signal or get talked by the stop inication if the indication is stop there would have been a hard yellow on the approach to the interlocking. The next type of interlocking i see is an automatic interlocking now these can get a crew in trouble if they are not on there toes they can have a clear approach signal (green) and be all red this has happened once to me luckly there was a perminent 20 mph speed restriction in the area if the indication is stop i.e. red i have to go to the box and check for no conflicting movements by the other railroad before I unlock the box and pu***he button to get the line up the automatic interlocking is controled by first come first serve something funny here is sometimes dispatchers have trains stop completly through the interlocking to get some hot shots through. There are also some other interlockings there ara gated these are singaled there is usualy an approach signal that is most often indicating approach they can be gated for or against these are governed by diffetren rules in the GCOR and some have stop signs at them these are federal stops in all directions at these there is most usualy a tower by them to talk or give a proceede signal to the crew. The best way i can say is manual interlocking go to the man automatic go to the box.
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