I remember being on a fantrip where at the far end of the journey the train had to turn on a wye to go back to where it started. Unfortunately, the turnouts at the wye (or at least one of them) had an electric lock which, once a train passed, wouldn't allow the switch to be thrown for like 10 minutes (seemed longer). Until it unlocked, we couldn't complete the turnaround move so had to sit.
We don't have as many electric lock switches as we used to. When they added new CTC or upgraded existing CTC on the exCNW east/west main they placed leaving signals at the hand throw switches, some replacing electric locks. Some of the old electric locks had their individual peculiarities.
Most switches had been marked with painted on numbers indicating how much time needed to be ran until they released. 7 or 11 minutes seemed to be the usual time periods. One at Beverly (Cedar Rapids) was on a hand throw crossover at the east end of the yard. You would take the lock off, the timer would begin and you waited. And waited. The time would expire but the indicator light wouldn't come on. One time, I waited what seemed like an eternity, way longer than the indicated time. So I tried the switch and it had released and I was able to line the crossover. The light was off. I figured the light was burned out. We were working the yard on the other side of the opposite main. Once done and ready to line the crossovers back normal, the indicator light was on.
Another electric lock at Ames (IA) yard was on a crossover from main 2 to the yard. To enter the yard to work, a train would stop and then once secured you cut away from the train. Then you pulled past the switch by 100 feet. Then you would unlock the padlock and remove it, normally starting the timer. Then you would start the head portion back towards the switch, giving a good stomp to the switch handle. Stop the movement and the lock would release and you could operate the switch. Eventually, this electric lock was replaced with a newer one. Then I think it was replaced with a leaving signal.
Jeff
mudchicken Those can be awful long five minute waiting times...
Those can be awful long five minute waiting times...
Especially if you're near a crossing.
I don't think we have any electric locks left, at least not on CN's western lines. There was still one at Clover Bar (east side of Edmonton) when I hired on but it has since been removed.
Point locks aren't mentioned anywhere in our rulebook, and I still remember my first encounter with one. Reefing and reefing on the switch and it wouldn't budge even though the points were clear, and then the engineer reminded me that it had a point lock (me: "what the *#@&'$ a point lock!?").
Pro tip: If a switch handle is painted white it has a point lock, and if it's painted yellow that track has a derail. This might be different on other railroads.
Greetings from Alberta
-an Articulate Malcontent
Dinosaur tech at its finest. (and not to be confused w/ a switch point lock which usually is also there)
Trainmen, signalmen and trackmen aren't "faith-healing" those little silver cast iron shoe-boxes on the headblock ties (occasionally mounted on a pedestal), they are waiting to feel the solenoid kick over the locking mechanism so they can open the switch. Those can be awful long five minute waiting times...
^^^^ Thanks, that is rather interesting as I never heard of these locks until now.
I suspect the use of the word 'electronic' is just sloppy writing by the author of the article.
Railroads have used 'electric lock' switches, almost from the dawn of electrically operated signal systems. Electric locks are activated in several ways. If a train is stopped on the Main and needs to use the switch - the switch detect the train on the Main Line track circuits and will permit the switch to be opened for movement onto the track the switch is connected to.
If a train CLEARS into the track accessed by the electric lock switch and then the train wants to access the Main. The train must move some equipment to a 'detector circuit' in the vicinity of the switch, remove the switch lock from the switch - which starts a timer and puts the signals on either side of the switch to stop - while the timer is running the switch cannot be opened, in most cases if the switch is attempted to be opened before the timer has run to its conclusion - the timer will be restarted from zero. The timer, depending upon the specific territoy, can be anywhere between 5 and 16 minutes duration. When the timer has run to conclusion a light on the electric lock mechanism will be either illuminated or extinguised depending upon the specifics of the machine. After the timer has completed its run the switch can be opened.
Crew must have permission of the Train Dispatcher before attempting to enter the Main Track from an electric lock switch.
There is another form of electric lock that the Train Dispatcher can directly lock and unlock from his CADS console. This type electric lock is relatively rare.
CSX Rules, when I was working, stated that a locomotive/train could not be left on a non-electric locked track if the track speed was greater was 20 MPH.
Never too old to have a happy childhood!
I was reading a 2011 WisDOT rail study about what they need to spend and where in and around Milwaukee to provide for HSR to points North and West (see link below). They mention installing "electronic locks" on switches that are off the HSR mainline, which I guess is a safety thing. What is an electronic lock and how does it work? Is this just another way of saying switch machine remotely controlled?
http://www.dot.state.mn.us/passengerrail/mwrri/files/Appendix%20D%20-%20Engineering%20Assessment%20by%20Sub-Segment.pdf
What I find interesting about the study is WisDOT wants to use a North Milwaukee routing to serve as the point to head North for Green Bay. Amtrak clearly states it wants to go via Duplainville, WI (cheaper alternative). WisDOT wants to go all out and install a second mainline via North Milwaukee and rationalize the older industrial tracks and bridges (costly) as well as pay for substantial signal and track upgrades for higher speeds.............which it seems Amtrak wants to avoid to save costs with a negative impact to run time by dog legging the route to Duplainville.
It will be interesting to see who prevails here if they ever start up the service.
Unclear to me if WisDOT wants to use Rugby Jct over to CN or relay the C&NW north of West Bend. WisDOT seems to be leaning towards serving West Bend. I have no idea where they will get the money to fixup and relay that abandoned track though if that is the case.
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