Did anyone else notice that the horizontal part of the new cantilever signal for eastbound UP traffic has been taken down? I was out there (again) today, and noticed it lying on the ground by the wall of the old warehouse. Nobody was working at around noon today--no vehicles present (no trains, either, for that matter).
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)
I do not think it was ever put up since it is in front of the existing signal and would block it.
Rain drops hitting the camera lens at present.
Never too old to have a happy childhood!
i saw the wiper early this am. wonder how they turn it on.
I've noticed that when the engine emerges from the BNSF siding, it often travels quite a distance east on the main before stopping, so the guy working the switch appears to have a fair hike to re-board.
phkmn2000 I've noticed that when the engine emerges from the BNSF siding, it often travels quite a distance east on the main before stopping, so the guy working the switch appears to have a fair hike to re-board.
It is traveling past the BNSF signal for the diamond, so that it can proceed on signal indication after the switch is closed, rather than Restricted Speed to the next signal in the train's route as would be required if they just proceeded West from the switch.
BaltACD phkmn2000 I've noticed that when the engine emerges from the BNSF siding, it often travels quite a distance east on the main before stopping, so the guy working the switch appears to have a fair hike to re-board. It is traveling past the BNSF signal for the diamond, so that it can proceed on signal indication after the switch is closed, rather than Restricted Speed to the next signal in the train's route as would be required if they just proceeded West from the switch.
Why they don't restore the switch immediately after clearing it may have to do with the signal circuitry. They may gave to have equipment clear of the interlocking plant before restoring it.
We have a hand throw time-lock switch at one location in a dispatcher controlled point that can only be operated (opening or closing) with equipment clear of the plant. If it's operated without everything clear of the plant limits, it screws up the entire control point and requires a signal maintainer to reset everything. Needless to say this one switch is rarely used.
Jeff
jeffhergertWhy they don't restore the switch immediately after clearing it may have to do with the signal circuitry. They may gave to have equipment clear of the interlocking plant before restoring it.
I'm putting my money on this....
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...
tree68 jeffhergert I'm putting my money on this....
jeffhergert
Tracks where a locomotive or train is able to clear the Main track and the track speed is greater than 20 MPH must have a Electric Lock Switch accessing that track from the Main. Electric Lock Switches all have their own 'personality'; primary among them - where a timer is in place, if you attempt to operate the switch before the timer has run its course - the timer starts over again from zero.
Very good point about the signal, Mr. Damon! And I was just wondering about the opposite thing: when they place the new westbound signals in service, the old ones are going to block that view for a bit.BNSF may not have the same problem: the new cantilever for their westbound signals is considerably taller than the existing bridge.
CShaveRR Very good point about the signal, Mr. Damon! And I was just wondering about the opposite thing: when they place the new westbound signals in service, the old ones are going to block that view for a bit.BNSF may not have the same problem: the new cantilever for their westbound signals is considerably taller than the existing bridge.
While the new signals are being placed into service, the old signals will be dismantled. During the change over other rules will be placed in service for continued operation. By the time the New Sginals are in service and opeating, the old ones will be long gone. The changeover will take 24 to 48 hours.
jeffhergertWe have a hand throw time-lock switch at one location in a dispatcher controlled point that can only be operated (opening or closing) with equipment clear of the plant. If it's operated without everything clear of the plant limits, it screws up the entire control point and requires a signal maintainer to reset everything. Needless to say this one switch is rarely used.
My Dad used to talk about switches like that, and he retired from dispatching just over 30 years ago. I'm kind of surprised that they haven't thought of a simpler way of doing that.
And I just saw a really really big Tonka Toy being hauled west on the BNSF. It was so big the bits and pieces were spread out over three flat cars. I've always wondered how they did that. Everything seemed to be there, but the tires and rims. I guess they are shipped seperately from a different manufacturer.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
BaltACDWhile the new signals are being placed into service, the old signals will be dismantled. During the change over other rules will be placed in service for continued operation. By the time the New Sginals are in service and opeating, the old ones will be long gone.
I don't think this is the way it happens. All old signals will be in operation until the new one are ready to go and tested. Then in about an hour they activate the new signals (turn them toward the track) and bag the old ones. THEN they dismantle the old ones. They don't operate without signals.
Electroliner 1935 BaltACD I don't think this is the way it happens. All old signals will be in operation until the new one are ready to go and tested. Then in about an hour they activate the new signals (turn them toward the track) and bag the old ones. THEN they dismantle the old ones. They don't operate without signals.
BaltACD
My carrier takes the old signals out of service and operates on TWC block authorities while the new signals are being activated and TESTED - two sets of signal systems cannot be tested with both active. Where possible the new signals are all installed with their heads turned so as not to face rail traffic. After the new signals have passed their testing, the order defining the limits of the Signal Suspension is annuled; a General Bulletin was issued at the same time as the Signal Suspension Bulletin that defined the retirement of the old signals and the New signals and their location. With the Signal Suspension Bulletin annulled, the New signals are in operation. Concurrent with installing the new signals for PTC - they are also changing signal spacing in most cases to allow for the larger trains that are now being run.
Watching the BNSF racetrack signal replacement, it was as I described earlier, all new signal bridges and signals installed, then on the day of replacement, in a period of about an hour, old signals were removed and new ones activated. Most of these cutovers included new control huts.
jeffhergertIf it's operated without everything clear of the plant limits, it screws up the entire control point and requires a signal maintainer to reset everything.
I suspect the engineer who designed that circuit may be a former employee or has been promoted a couple of times.
ChuckAllen, TX
cefinkjr jeffhergert If it's operated without everything clear of the plant limits, it screws up the entire control point and requires a signal maintainer to reset everything.
jeffhergert If it's operated without everything clear of the plant limits, it screws up the entire control point and requires a signal maintainer to reset everything.
If you look at some installations and see the numerous overlaps of block and crossing protection, you begin to wonder if there isn't some magic involved...
Deshler, OH, has three crossings on the main, plus three transfers (each of which has at least one crossing) and the diamond. Yet all of the crossings and signals activate at the appropriate times...
Gotta be interesting to be a signal maintainer there...
Watching the BNSF racetrack signal replacement, it was as I described earlier, all new signal bridges and signals installed, then on the day of replacement, in a period of about an hour, old signals were removed and new ones activated. Most of these cutovers included new control huts. See the attached video of a CSX removal of an old cantilever signal bridge and the new one with its signals bagged behind it.
https://www.youtube.com/watch?v=8KCjUCrm3DE
The crew gets permision from the dispatcher and then goes to work. Crane operator and crew do a beautiful job of positioning the old bridge. BaltACD, I believe this is your carrier.
Only complaint about the video is I wish the noise of the crane could have been controled. Just picking nits.
Electroliner 1935 Watching the BNSF racetrack signal replacement, it was as I described earlier, all new signal bridges and signals installed, then on the day of replacement, in a period of about an hour, old signals were removed and new ones activated. Most of these cutovers included new control huts.
That's the way CN did it at Durand. Took longer than an hour though.
Norm
jeffhergert Why they don't restore the switch immediately after clearing it may have to do with the signal circuitry. They may gave to have equipment clear of the interlocking plant before restoring it. We have a hand throw time-lock switch at one location in a dispatcher controlled point that can only be operated (opening or closing) with equipment clear of the plant. If it's operated without everything clear of the plant limits, it screws up the entire control point and requires a signal maintainer to reset everything. Needless to say this one switch is rarely used. Jeff
One thing that occured to me is that, in addition to the other reasons cited, this is done to avoid having clear signals set for UP movements suddenly drop to stop when the switch is normalized. I've seen numerous times with the switch reversed and the BNSF local (the "476") having at least all or part of his train on the main 2 track UP trains entering the plant without a problem. One would expect a proper interlocking design would lock conflicting routes if any part of the plant is occupied. It would make sense, in this layout however to permit UP routes to be unlocked when the switch is reversed regardless of occupancy of any part of this route, since no conflict can result. Using the observed behavior allows the local to clear east of the interlocking's westbound home signal and only then normalizing the switch which will avoid dropping any UP signal that might have been cleared.
Again, pure speculation on my part with no factual basis.
Quite all right, Robert.I'm very used to signals being sideways until activated. At one point in my working experience I was watching lit-up block signals at what was then the Wolf Road interlocking. They weren't in service, but they were lit and functional, so I could see them from my retarder tower!I also remember signals turned sideways when de-activated. One of the saddest train trips I took was in 1974; it happened to coincide with the C&O removing from service large portions of its second main track. Pat and I were riding between Richmond and Newport News then.
Sometime in the past couple of years, UP did a lot of signal upgrade work in the San Joaquin Valley on the main that runs parallel to CAL-99 for much of the way from Bakersfield to Stockton, at least. New signals were in place but turned. I don't recall any light from the turned signals, but eventually they got aligned and activated. My recollection is that this also occurred on the line from Bakersfield to Mojave at about the same time, but that might be just a mis-recollection.
The UP's Brooklyn Z train is getting smaller and smaller the past few weeks. Seems they've lost the Yellow/Roadway stuff. UPS must be paying them well to run with four motors to pull 100 or so axles.
Virtually all routes on all carriers that have the requirement to be convered by PTC are having new signals installed to facilitate the installation of PTC.
just brought up the Cam not even a minute when a Herzog with about six or seven flat cars full of new ties rolled across the diamonds approx 6:47am WB.
https://www.flickr.com/photos/15158681@N00/25839169613/in/dateposted-public/
MemphisBlue The UP's Brooklyn Z train is getting smaller and smaller the past few weeks. Seems they've lost the Yellow/Roadway stuff. UPS must be paying them well to run with four motors to pull 100 or so axles.
CatFoodFlambe Have no idea, just an observation. Trying to view the 2 birds today but looks like the cam just went down. Looks like I'll have to cut the grass now. MemphisBlue The UP's Brooklyn Z train is getting smaller and smaller the past few weeks. Seems they've lost the Yellow/Roadway stuff. UPS must be paying them well to run with four motors to pull 100 or so axles. Or might Y/R have begun to stuff domestic containers to take advantage of double-stack rates and/or to free up their own equipment for routes where rail isn't as efficient an option?
Have no idea, just an observation. Trying to view the 2 birds today but looks like the cam just went down. Looks like I'll have to cut the grass now.
Or might Y/R have begun to stuff domestic containers to take advantage of double-stack rates and/or to free up their own equipment for routes where rail isn't as efficient an option?
just saw a long string of roadway on up wb.
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