Living nearby to MP 186 of the UPRR Austin TX Sub
QUOTE: Originally posted by richardy Most major interlockings in the west today are automatic, first train into the approach circuit has the interlocking (Note: If a CTC interlocking then first train into the approach circuit with a clear signal through the interlocking plant). Generally the dispatcher does not have direct control of the interlocking although there may be some exceptions. The problem is approach circuit length can vary from a mile or so to several miles. We have one automatic CTC interlocking with BNSF and UP, three of the approach circuits are one to two miles and the other is over eight miles. If a UP train enters that eight mile circuit and a BNSF train enters one of the circuits 30 seconds later then the BNSF is going to come to a stop at the interlocking for some time. I don't know for sure that is the situation at Rochelle but that is my first guess, the BNSF may have a long approach circuit. Richard
QUOTE: Originally posted by eolafan I believe I am correct in saying that the UP Omaha dispatcher regulated the diamonds but the age old agreement that dates back to the C&NW/CB&Q days is that the train which has the green signal first has rights over the other which does not. Anyone out there with different information, please correct me.
QUOTE: Originally posted by eolafan Ok, you asked a question, and some of us tried to answer it, not you don't want to take what we offered...perhaps you should call one of the railroads and ask them yourself.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
QUOTE: Originally posted by CShaveRR We've been through all of this before... It's an automatic interlocking--whoever hits the approach circuit first gets the green. Dispatchers are aware of, but have no control over, movements on the conflicting routes. I think you'll find that, since UP has the greater volume of traffic across the diamond, that BNSF does its share of waiting for UP movements (many of which are slower, due to the presence of Global 3 nearby). I think you'll also find that the CNW route through here was well ahead of the CB&O, chronologically. Ten minutes is nothing, if the train is delayed within the approach circuits. There are release boxes that crew members may operate after a certain amount of time (I think it's actually ten minutes now) if they encounter a stop signal at the crossing and no conflicting movement is apparent.
QUOTE: Originally posted by eolafan To be perfectly honest with you all, I really DON'T CARE who controls the interlocking as long as things remain safe and there continue to be LOTS OF TRAINS to watch when we are all in Rochelle.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
QUOTE: Originally posted by spbed Thanks for the explaination which I greatly appreciate. What I saw this AM then has me very confused as for the sure the UPRR train had hit "the automatic interlocking" way before the BNSF so using that theroy should have had the green. But it was the BNSF that got the green & the UPRR that was stopped. I was at Rochelle & also know where the signal bridges are for the BNSF & that is why I am confused. Also Global-3 is west of the diamond on the north side as you look at the webcam. In the case I saw today the UPRR was EB as was the BNSF so Global 3 would not have been a factor in any case. Oh well I will chalk it up to one of lifes mysteries. QUOTE: Originally posted by CShaveRR We've been through all of this before... It's an automatic interlocking--whoever hits the approach circuit first gets the green. Dispatchers are aware of, but have no control over, movements on the conflicting routes. I think you'll find that, since UP has the greater volume of traffic across the diamond, that BNSF does its share of waiting for UP movements (many of which are slower, due to the presence of Global 3 nearby). I think you'll also find that the CNW route through here was well ahead of the CB&O, chronologically. Ten minutes is nothing, if the train is delayed within the approach circuits. There are release boxes that crew members may operate after a certain amount of time (I think it's actually ten minutes now) if they encounter a stop signal at the crossing and no conflicting movement is apparent.
QUOTE: Originally posted by GPZsubdivision It sure seems like the BNSF hauls butt across the diamond in both directions while the UP just pokes along. What a great place! It's worth a trip all the way from Northern NY to see it live and in person Larry. The place is crawling with trains and train geeks willing to talk trains all day long. Go when its warm and plan on staying all day.
QUOTE: Originally posted by richardy QUOTE: Originally posted by spbed Thanks for the explaination which I greatly appreciate. What I saw this AM then has me very confused as for the sure the UPRR train had hit "the automatic interlocking" way before the BNSF so using that theroy should have had the green. But it was the BNSF that got the green & the UPRR that was stopped. I was at Rochelle & also know where the signal bridges are for the BNSF & that is why I am confused. Also Global-3 is west of the diamond on the north side as you look at the webcam. In the case I saw today the UPRR was EB as was the BNSF so Global 3 would not have been a factor in any case. Oh well I will chalk it up to one of lifes mysteries. QUOTE: Originally posted by CShaveRR We've been through all of this before... It's an automatic interlocking--whoever hits the approach circuit first gets the green. Dispatchers are aware of, but have no control over, movements on the conflicting routes. I think you'll find that, since UP has the greater volume of traffic across the diamond, that BNSF does its share of waiting for UP movements (many of which are slower, due to the presence of Global 3 nearby). I think you'll also find that the CNW route through here was well ahead of the CB&O, chronologically. Ten minutes is nothing, if the train is delayed within the approach circuits. There are release boxes that crew members may operate after a certain amount of time (I think it's actually ten minutes now) if they encounter a stop signal at the crossing and no conflicting movement is apparent. It's no mystery, it's all about who hits the approach circuit first, it has nothing to do with the interlocking signal bridge. As CShaveRR said if the BNSF train was delayed in the approach circuit and already had the interlocking the UP train would have to stop. The BNSF train could have been delayed (or moving very slow) out of sight of the camera and the Rochelle platform site because the approach circuit extends well beyond your field of view. The approach circuit is usually more than a mile to several miles long and would be here to keep the trains at speed through the interlocking.
QUOTE: Originally posted by CShaveRR spbed: The UP employee who responded to your question is well aware of where Global 3 is in relation to the diamond, and knows how automated interlockings work. You were looking for answers, you got them. Without a scanner, you haven't a clue as to what was really going on. With a scanner, I'm still not sure you'd get it. My apologies to other forum buddies for being a little hot under the collar--now back to my usual mild-mannered self, I hope.
Dave H. Painted side goes up. My website : wnbranch.com
QUOTE: Originally posted by dehusman CNW4001 : NOOOOO. The release box does not resolve a tie. There is no tie. Its either one or the other is first. The release box is only used if the signal system will not clear a route for a train. It basically makes sure the signals are at stop for the other route and give the instructions on how to flag through the interlocking. Dave H.
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