2 diff RR crossing at grade??

[dbduck]

where two different railroads cross at grade.....who has control of the traffic thru the crossing? I assume one of the RRs ...do their trains have priority?

[Anonymous]

There are all different kinds of interlockings.

Lots are First Come First Serve Automatic interlockings, where the first railway to get to the signal is the one that gets the permissive signal, and the other railway has to wait.

There are also different kinds of manual interlockings where one railway always has priority, and the other railway has to get out and knife a switch so that the signals will turn in their favour, then set the interlocking back for the other railway.

There are lots of different ways railway crossing at grades work, it is usually all dependent on the amount of traffic using the crossing, and how long it's been there.

[PwdOpd]

Let me name two that are not very well known. First, Paola, Kansas, and second, Claremont, Oklahoma. These are both crossings for the BNSF and UP. They were both originally Frisco and MP Rail crossings. Just thought of a third-Vinata, Oklahoma. This too is a BNSF-UP crossing. It was originally Frisco and MKT. Don't know who has priority at any one of them, but I do know that the crossing at Paola is a real good "hot spot" for train watching. Paul

[JoeKoh]

In fostoria "F"tower (owned by csx)controls the crossings.CSX has 2 mains(former B&O and C&O) lines. ns has the former nkp line.When they let NS through they usually run 2 trains at once across the diamonds.
stay safe
Joe

[kschmidt]

I believe that Rochelle, IL where TRAINS has the webcam is a First Come First Serve Interlocking. Where who ever hits the switch first gets the green signal. However I believe once while either Rochelle or in the area ralifanning I believe I heard the BNSF dispatcher mention something about "checking the camera" because the diamond had been tied up for a while and several BNSF trains were waiting. I am assuming that he meant check the TRAINS webcam.

Also Joliet, IL would be tower controlled interlocking. And METRA the commuter rail service in Chicago, IL controls the tower. So all trains must call the tower before arrival and often freight trains and even Amtrak sometimes is held for METRA trains to cross the diamonds.

Just thought I would pass that along.

Keith

[Anonymous]

I believe that at crossings without the first come first serve or a tower(I know, not very many!) it is the railroad who had their line there first who controls movements.

[Anonymous]

Manual Interlocking
When members of the train crew are the ones who have to throw the switches.
An example of this is a section of track where the SRY crosses over the CP mainline. The interlocking is always defaulted to give the CP the right-of-way (CP was there first). When the SRY wants to get through, a member of the crew has to actually get off the train and get into a little hut where he throws a switch that allows the SRY train to get through the interlocking, this also gives the CP mainline a stop signal to ensure that no CP trains will come bareling through. (Two signals actually, a Clear to Stop about a mile away, then a Stop signal just before the interlocking.) When the entire SRY train has passed through the interlocking, the SRY crew memeber then has to throw the switch back to give the CP the right-of-way-again.

Automatic Interlocking
The same as Mark described, it's a first come first serve basis, nobody gets out of the train, it's just all controlled by interlocking signals. There are a few of these around here, namely where the CP crosses the CN in Mission.

Then we have two kinds of controlled interlockings...

Remotely Controlled Interlocking
This is where two railways cross, and you have to contact the RTC to get a signal. We have one of these where the BNSF crosses over the BC Rail Port Subdivision. All trains traveling on the Port Subdivision have the right-of-way, and if the BNSF wants to get through, they have to call up the port sub RTC to get a signal to cross over.

Locally Controlled Interlocking
These are the interlockings where there is someone on site that controls the signals and interlocking, instead of someone sitting in an office 50 miles or more away.

We have a number of these interlockings, though they are all bridges that have bridge tenders. Each one is a little different, but generally if you don't have a signal to enter the interlocking you call up the tender to see what's happening.

I know that's not a railway crossing kind of interlocking, but they're still considered interlockings in this part of the woods..... instead of another railway, you're competing with boats for access.

[dbduck]

Thanks guys your info was very helpful

[enr2099]

QUOTE: Originally posted by macguy

Locally Controlled Interlocking
These are the interlockings where there is someone on site that controls the signals and interlocking, instead of someone sitting in an office 50 miles or more away

The Johnson St. Bridge in Victoria is a perfect example of that.

QUOTE:
We have a number of these interlockings, though they are all bridges that have bridge tenders. Each one is a little different, but generally if you don't have a signal to enter the interlocking you call up the tender to see what's happening.

A few blasts of the whistle usually does the trick.

[wabash1]

modern engines still have whistles?

[Anonymous]

Back in the early 50's, I worked on the GMO's ex-Alton line, E.St.Louis to Chicago. You could tell who got to the spot first because the towerman was was an employee of that road, even though the new road was might be coughing up his salary.
The Wabash arrived at Springfield first and so Isles tower was manned by a Wabash employee. And Joliet was a Rock Island job because they were there before the Alton (C&A).
At Corwith tower in Chicago, the ATSF mainline was on one side of the Alton and their yard was on the other side. Seems like the yardmaster always wanted to get a train out of his yard just as the Abe Lincoln was due to come by. Made for an interesting day.

[Anonymous]

QUOTE: Originally posted by wabash1

modern engines still have whistles?

I still call them whistles.

CROR clears things up in rule 14, Note (i).

QUOTE:
14. ENGINE WHISTLE SIGNALS

NOTE:

(i) Wherever the words “engine whistle” appear in these rules they also refer to “engine horn”.  Signals prescribed by this rule are illustrated by “o” for short sounds; “__ ” for longer sounds.

(ii) Engine whistle signals must be sounded as prescribed by this rule, and should be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed. Unnecessary use of the whistle is prohibited. 

(iii) Radio must not be used in lieu of engine whistle signals for indications prefixed by the symbol (#). 


  SOUND INDICATION
a) o  When standing - braking system is equalized; angle **** may be closed.

b)  o o  (i) Answer to a “stop” signal (except a fixed signal).
(ii) Answer to any signal not otherwise provided for.
NOTE: (b) not applicable when switching.

d)  o o o o  Call for signals.

e)  o o o o o o  To notify track forces of fire on or near the right of way (to be repeated as often as required).

f) Succession of short sounds (#) Alarm for persons or animals on or near the track.

l)  __ __ o __   (#) (i) At every whistle post.
(#) (ii) At least one-quarter of a mile from every public crossing at grade, (except within limits as may be prescribed in special instructions) to be prolonged or repeated according to the speed of the movement until the crossing is fully occupied by the engine or cars. 
(#) (iii) At frequent intervals when view is restricted by weather, curvature or other conditions.



(q) When two or more engines are coupled, the locomotive engineer on the leading engine will sound the signals as prescribed by this rule. 

(r) In case of engine whistle failure the engine bell must be rung continuously: 

(i) approaching and moving through curves; and

(ii) approaching and passing station facilities, yards and public crossings at grade.

In addition, the train or engine must not exceed twenty-five miles per hour entering each public crossing at grade which is not protected by a watchman, gates or automatic warning devices, until such crossing is fully occupied. 

(s) When a movement, not headed by an engine or snow plow, is equipped with a whistle at the leading end, such whistle must be sounded as prescribed by 14 (f) and 14 (I). In addition, all engine whistle signals must be sounded by the locomotive engineer.

(t) When a snow plow is operated ahead of an engine, the snow plow foreman must sound engine whistle signals 14 (f ) and 14 (l).

All other engine whistle signals must be sounded by the locomotive engineer as prescribed by the rule. 

[railroadmike11]

to pwdopd- i run over 2 of the 3 interlockings you mention. first at claremore ok, it is a automatic interlocking plus an a block for west degroat siding. along with running the release, the train has to have authority to pass the signal if the signal doesnt clear. at vinita ok it is a automatic interlocking. first come first served. which usualy for the up. the interlock ing we have at cherokee ks is a gated crossing. normal is for the gate across the sek rr. thanks mike bandy, engineer bnsf rr

[ericsp]

Does it matter if a rail line meets a rail line coming through the rye?[:D]

[craig4]

In my community the UP (cotton belt) interlocks with BNSF,which BNSF controls. My scanner picks up the UP calling the BNSF dispatcher in Ft Worth, TX. for the green board to cross the interlock. Crews generally call when they are 5 miles from the crossing and slip right thru. Ocasionally, BNSF will line their trains thru a good 15-20 minutes before they arrive, which forces the UP to hold till the BNSF clears the interlock. CJ