So today, we had to spot a couple loads at an industry. Now this industry has a siding that comes off the main, alongside some of their buildings, across a public roadway, and ends at a track bumper. You can get 4 cars between the road and bumper, and that's what they usually get.
But when you are spotting the cars up, you end up blocking the road with the engines. It does not take that long to spot up the cars and tie them down, and we cut away and clear the road as soon as we can. We're talking 3-5 minutes max. Now this road is fairly busy - regular 2 lane road on the edge of a city. What's amazing is how fast the people make a 3-point turn and take off the other way. It's not like the road is going to be blocked for 2 hours... but maybe it's the fusees we throw out to provide protection (the crossing just has crossbucks)? They think if there's fusees there that we are going to be there awhile?
It's amusing. Especially when I'm lifting the pin to clear the road and the people are still turning around. Oh well.....
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
Thanks, Brian.
Zug's post reminded me of a couple of things. I've always been amused when on a light power (engines only) move when the crossing protection starts and motorists start turning around. About the time they start going back the way they came to find a different route, we're over the crossing.
We used to switch a flour mill in Des Moines that had a couple of streets crossing the tracks. One street ran between the silos holding the wheat and the actual mill building. Crossbucks were the only protection for both xings. The third trick switch job did the honors here. With minimal xing protection and the lateness (or earliness) of the hour we too normally put out fusees to give a warning to traffic. Since we made multiple moves, we usually put out 3 or 4 fusees laid so when one was close to burning out the next fell into the flame and ignited.
One summer night/early morning I was on the shove back towards the mill. A white jeep Cherokee, the type and color that company officers were driving at the time, pulled up to the crossing and stopped. Much to my surprise, someone got out of the back door. He picked up a burning fusee, held it through the open window and closed the door. Off they went, going down the street holding a burning red fusee out the back window. I'm guessing consumption of a fermented beverage had something to do with this stunt.
At least they didn't stop at the place next to the tracks where we suspected they were cooking Meth. One night they let their pit bull out and it chased the foreman up the side of a car. I wasn't on the job that night.
Jeff
And Jeff's post reminded me of a similar story. Another of our industry spurs goes through a small town. Another stub ended track, this one is about a mile and a half long with 4 crossings - all crossbucks. This spur only has one customer that gets served maybe 2-3x a week in the middle of the night. So we use a lot of fusees on this job as we flag our way back the spur (have to reverse down it), and we usually use them going the other way as we flag ourselves across the crossings.
Well, one night we finished our work and were heading back to the main. We have ourselves set up push-pull with an engine on each end. I'm on the trailing engine. My conductor was throwing out fusees as the head-end was going over the crossings, and as we cleared the last one, I saw two teenagers picking up the fusees and running off with them. They looked as happy as a 4 year old on Christmas day! Maybe they were stoned out of their minds, or maybe there isn't much to do in this town at 4 in the morning.
Another one:
A third industry, again close to a public crossing. If this customer has a lot of cars at the time, then as you shuffle the loads and empties, you end up crossing the road repeatedly. So the brakeman on this job may spend most of the night just flagging the crossing (nice work if you can get it). Well, I would sometimes use Jeff's trick of lining up the fusees. Other times I'd just toss them out when needed. And some people are terrified of driving over a lit fusee once the train has cleared. My engineer used to enjoy watching the obstacle course I would inadvertently set up for these people. That is when he wasn't laughing his butt off when a fusee would roll off the road into the brush.
Then there was the time I lit up a road well enough that people wouldn't come near the crossing thinking it was a DUI checkpoint...
There's a couple of photos that haven't happened yet - or at least not very often - but could be attempted in this age of digital cameras:
A night-time photo of switcher/ train crossing a road that's lit mostly by fusees, and/ or the crewman riding the end of the shove, or flagging traffic as the train passes behind him, etc.
The red glare from the fusee and maybe a partial flash would make for an interesting combination of lighting.
- Paul North.
You'd think that folks would enjoy just sitting for a few minutes - perhaps a chance to chat on their cell phone while they aren't rolling down the road. But no, any delay is too long, and if they know another way, they'll take it, even if it will actually take longer than if they had waited. Gotta stay in motion, donchaknow.
When I was working on a military installation that has rail service I sometimes encountered crews doubling out trains. I just sat back and enjoyed, of course, and even got acquainted with the local trainmaster that way.
It was not unusual for them to be blocking three crossings at once, and one time they managed to block a fourth as well, cutting off almost all access between the two main portions of the installation. Boy, did people have kittens that day!
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...
I just love the chance, when I'm blocked at a grade crossing, to get closer when cars ahead of me give up on a train. I share your sentiments about it, Larry. There have been times, though, when I used to detour to avoid being blocked by CN on my way to work. First of all, I knew how to do it without losing much, if any, time. Second, CN was notorious for very long trains. for slow orders on their track, and for grade-crossing failures.
I suspect that it would take considerable expertise to put together a photo of what you're describing, Paul. At least in the areas I remember, ambient light from street/highway lighting would dull the effect of the fusees. I used to be the designated flagman (in my pre-railroad career) when the GTW would be switching the boiler works in Ferrysburg. The grade crossing had flashers, but the circuit would often be occupied while the crew was switching the plant (they had limited room to hold the rest of the train between the crossing and the drawbridge over the Spring Lake inlet). So they wanted someone to let traffic know that it was safe to cross. (I'm afraid that with the more strict crossing laws of these days this would be illegal now. Moot point, though: although the rails still exist on the grounds of the boiler works, the main-line trackage, as well as the crossing, is gone.)
And speaking of night skies and railroading, here's another cheery little article I found this morning:
http://www.rtands.com/newsflash/new-york-grand-centrals-constellations-now-shine-more-brightly.html
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)
CShaveRRAnd speaking of night skies and railroading...[snip]
Here's a couple I took the other day.
The first picture is of the head end of CN's train 416 (Stevens Point-Green Bay) and the second shot is the engine at the rear. I didn't say DPU because each unit is manned.
Dan
zugmann [snip] And some people are terrified of driving over a lit fusee once the train has cleared. My engineer used to enjoy watching the obstacle course I would inadvertently set up for these people.
There's avideo waiting to happen, too. Maybe they're driving '70's Ford Pintos ? (The ones with the infamously prone-to-leak-and-catch-fire gas tanks)
zugmann That is when he wasn't laughing his butt off when a fusee would roll off the road into the brush.
At you trying to put out the resulting brush fire ?
I wonder how the train crews out West - say, in Southern California - deal with that challenge when it's 'dry season' out there, and the 'Santa Ana' winds are blowing real strongly ?
zugmann Then there was the time I lit up a road well enough that people wouldn't come near the crossing thinking it was a DUI checkpoint...
Hey, whatever works, man . . .
Thanks to both you and Jeff for sharing these stories. They're worthy of 'Railroad Reading' in the print edition of Trains.
Recently I saw people turning around when the crossing gates were down for just 3 pieces of MOW equipment in transit at about 20 MPH - not 'working' slowly - and the 'sight distance' was plenty long enough to see that. Well, their folly was my gain . . .
Paul_D_North_Jr There's a couple of photos that haven't happened yet - or at least not very often - but could be attempted in this age of digital cameras: A night-time photo of switcher/ train crossing a road that's lit mostly by fusees, and/ or the crewman riding the end of the shove, or flagging traffic as the train passes behind him, etc. The red glare from the fusee and maybe a partial flash would make for an interesting combination of lighting. - Paul North.
There's an ideal spot I would love to get a photo. It's at a 19th century flour mill in the middle of a town. There's a public street that crosses right next to the place, and you haveto block that road to shuffle the cars around - while keeping fusees on the street to warn the 1 or 2 motorists that may stumble down the street.
Only a couple of problems:
1. I'd have to find my railfanning and photography passion again - they've been lost for a while.
2. I'd need to be there at 0'Dark thirty. And I'm usually working 0'dark thirty. Or in bed. Not much time off lately...
3. I'd need a new tripod. I never owned a good one,since my night shots were few and far in between. It's on the list of things to buy, but we all know how long those lists are.
4. And I think there are wires that would screw up the shot I'd want. Plus I think I'd need a wider lens.
But the shot is there.... I think.....
CShaveRR I used to be the designated flagman (in my pre-railroad career) when the GTW would be switching the boiler works in Ferrysburg. The grade crossing had flashers, but the circuit would often be occupied while the crew was switching the plant (they had limited room to hold the rest of the train between the crossing and the drawbridge over the Spring Lake inlet). So they wanted someone to let traffic know that it was safe to cross. (I'm afraid that with the more strict crossing laws of these days this would be illegal now. Moot point, though: although the rails still exist on the grounds of the boiler works, the main-line trackage, as well as the crossing, is gone.) And speaking of night skies and railroading, here's another cheery little article I found this morning: http://www.rtands.com/newsflash/new-york-grand-centrals-constellations-now-shine-more-brightly.html
I used to be the designated flagman (in my pre-railroad career) when the GTW would be switching the boiler works in Ferrysburg. The grade crossing had flashers, but the circuit would often be occupied while the crew was switching the plant (they had limited room to hold the rest of the train between the crossing and the drawbridge over the Spring Lake inlet). So they wanted someone to let traffic know that it was safe to cross. (I'm afraid that with the more strict crossing laws of these days this would be illegal now. Moot point, though: although the rails still exist on the grounds of the boiler works, the main-line trackage, as well as the crossing, is gone.)
With all the discussion of fusees, I was reminded of an account in Trains about fifty years ago of a passenger engineer who would throw a lit fusee onto a street that would be blocked when the train stopped at a certain station--and the fusee would stick in the centerline of the street.
Thanks for the article about the stars in Grand Central; I forwarded it to Ricki, but she has not yet responded.
Johnny
Deggesty Thanks for the article about the stars in Grand Central; I forwarded it to Ricki, but she has not yet responded.
I had a productive errand-running trip...was blocked by two manifests simultaneously while headed to the post office (westbound was LPJ02, with CNW 8646 and 8701 as power; eastbound had one UP unit and two CSXT units--couldn't read numbers because it was behind the LPJ02).
Also talked to a track employee who was parked near Grace Street. Beginning this weekend, the grade crossing will be closed for two weeks, during which UP will line and reposition the tracks, and install the crossovers. The crossing will be widened to give the tracks 15-foot track centers (as opposed to 14 or less) in the crossover area--they'll put Track 2 precisely where it belongs, and lay out the others based on that. There will be two crossovers on either side of the grade crossing, with signal bridges at their outer limits, roughly a half-mile apart. The crossovers will not permit simultaneous crossovers for two trains, but will permit trains from either outside track to cross all the way over to the opposite outside track.
The signal bridges will be put up after the crossovers are installed, at roughly Mileposts 19.0 and 19.5. We can expect to see another signal bridge at about Milepost 18, and perhaps a replacement for the bridge by the gravel pit in Elmhurst, moved a short distance to the west.
Headed home, I was overtaken by an empty WEPX gondola train with two GEs on the point and one more as a DP unit.
CShaveRR Or, hopefully, the "addressee" of the horn blasts saw the error of his ways and got out of the train's way in time.
Or, hopefully, the "addressee" of the horn blasts saw the error of his ways and got out of the train's way in time.
As it turned out nothing unfortunate turned up on the 11:00 news.
I am so used to hearing trouble being announced at that crossing with a series of short horn blasts, it never occurred to me that the engineer had time to see a problem in progress or developing, and give the full signal. That obviously makes more sense than forgetting he was in a no horn zone.
I've spent so much time in the city in recent years, that when a few years ago someone posted a link to a video on Youtube, I realized I couldn't remember the last time I had heard a train whistling for a grade crossing at full road speed.
I like that turn of phrase, "Addressee of the horn blasts". Well done.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
CShaveRR [snip] I suspect that it would take considerable expertise to put together a photo of what you're describing, Paul. At least in the areas I remember, ambient light from street/highway lighting would dull the effect of the fusees. [snip]
Yes, it would require all of that, which I can readily confess I don't have - and/ or some experimentation at the site, to deal with exactly the kind of problem that you mention, Carl. But with digital, you can see the result in just a few seconds, adjust something, and then try again - repeat as necessary until satisfied. With this kind of slow-speed train and being stopped for a few minutes, it might be possible to get all that done and 'calibrated' or 'dialed-in' in just 1 or 2 'sessions' - not like O. Winston Link and others have had to do, with just 1 opportunity at a fast-moving train.
What I have in mind is something like Tom Nano's photo that he shared with us here on 10-07-2010 in a thread that is captioned as "30 Second Drill in the Dark", at - http://cs.trains.com/TRCCS/forums/t/180819.aspx Tom's photo itself is at - http://www.railpictures.net/viewphoto.php?id=340397 You can see some more examples of Tom's work - and maybe a better concept of what I'd want to attempt - on his blog for this series, esp. the B&W photos, at - http://www.nanosphoto.com/blog/2010/10/13/the-willimantic-moonshine-nighttime-two-step/
Except, that I'd want to be closer - that would perhaps get rid of the wires problem that zug mentioned, and go 'lighter' (pun !) on the flash so as to not 'wash out' the fusee's red glare . . . I'd have to see if I could work with any streetlights for 'background', 'fill', or 'kicker' lighting, or just go to a fast shutter speed to try to neutralize their effect - or maybe just find a really dark crossing instead . . .
And I do have a pretty good tripod, from a long=deceased uncle who was a professional photographer back in the 1960's - but no decent camera to use on it . . . Quick trivia question: What's the standard thread for the head of a photo tripod/ bottom of a camera ? Hint: It's not metric, and more common than you might think - even on my 2004 Nikon CoolPix3200 . . .
As I mentioned earlier, Sunday marked the 125 Anniversary of driving the final spike of the CPR transcontinental line.
The closest local newspaper to the site did a great story with photos of the event. Here is a link
http://www.revelstokecurrent.com/2010/11/08/125-years-on-the-last-spike-is-commemorated-and-re-enacted-at-craigellachie/
The current Craigellachie last spike site was developed in 1972. We visited there before the current facilities were built back in either 1962 or 1963. From that point forward that location had always been our family's benchmark worst case scenario for mosquito attacks. It was truly appalling.
It was kind of funny when in the 1990's my brother was over at my mother's place and he told her that he had hiked with his two teenaged sons to a place that had even worse mosquito's. He hadn't forgotten it, even though he was only five or six at the time. It really was memorable.
AgentKid As I mentioned earlier, Sunday marked the 125 Anniversary of driving the final spike of the CPR transcontinental line. The closest local newspaper to the site did a great story with photos of the event. Here is a link http://www.revelstokecurrent.com/2010/11/08/125-years-on-the-last-spike-is-commemorated-and-re-enacted-at-craigellachie/ [snip]
Bruce, thanks much for that link. That collection of photos is also an outstanding depiction of a community event of this kind. Notably, the event included representatives of the First Nations, the Canadian military and Parks Canada, children from a local school, etc. I really like the paint scheme on the diesels, and the massive size and 'wine red' colors of the special train are quite dramatic. It also included a re-enactment of the driving of the Last Spike, the story of some jewelry items made from it, and present-day descendants of some of the original participants. I recommend the article and the photos to anyone who has even a slight interest in any of these subjects. The comments below the article are 'interesting', too - one decried the lack of representation at the ceremony of the Chinese laborers who also worked on the line's construction, and said that in his view, the initials "CPR" stands for "Chinese People's Railway" !
Here's the plan for the crossovers they're building here...
Track 3 2 1 | | | X (Somewhere near here is the “Lombard” garage at the east | | | end of the Hammerschmidt parking lot), roughly Milepost 19.5. | | | XXXXXXXXXXX Signal bridge—either two heads on all tracks or 3-2-3. |\ | | | \| | | | /| | |/ | | | | | | | Grace St. Crossing ------> North | | | | |\ | | | \| | /| | |/ | | XXXXXXXXX Signal bridge—either two heads on all tracks or 3-2-3. | | | | | | Milepost 19 | | | Track 3 2 1
As reference, the Lombard commuter station is at roughly Milepost 19.9.
The signal bridges are nowhere to be found yet, and my statements about signal heads are just speculation. I'm thinking that three heads would be desirable if they wish to differentiate between crossing to Track 2 or crossing all the way over. But if just "diverging" signals are all that's required, two heads would be sufficient.
(Sorry--the top portion of the map looks just fine until it's posted, so I have no way of editing it.)
I was told that the new block signals by Lombard (Finley Road) were lit up and placed in service over the weekend. Surprising in one respect (there's still a gap in the system for the Wheaton crossovers), but last week they were installing the number plates, so I assumed it was coming a little sooner than later.
I'll check it out for myself tomorrow, when we return from a long weekend in the Ozarks. The BNSF (ex-Frisco) main line between St. Louis and Rolla is thoroughly fascinating...nothing but lateral and vertical curves, single track with CTC sidings. But the trains move right along. Today we chased a manifest from Cuba to St. Clair, intercepting it in a couple of places to make notes on the cars. Couple of nights ago we caught a westbound stack train through Cuba. Presumably this is BNSF's principal route for such trains into and out of St. Louis.
We also stopped at Kirkwood last Saturday. We saw a coal train crest the hill at slower than a walk (we'd heard him coming up for a good five minutes before he got to the station). The wheels were ringing (programmed slip?) when he came by us, but as soon as he got past he began to pick up speed--thank Goodness for AC power; these units would have stalled out or burned up if they'd been Dash 9s. There were two AC4400s on the point, and a third one as the DPU. He was followed on a yellow block by a stack train with the same power arrangement (GEVOs, though), and he had no problem with the grade.
Today we saw some evidence of work going on for the Chicago-St. Louis corridor...two trainloads of UP flat cars of concrete ties, probably totaling about 160 cars, sitting on either side of Elkhart, Illinois, just north of Springfield. Power was on the north end, presumably to shove these trains into the construction area.
Hmmm - we could use those ties on our railroad. And then some. I'm not sure concrete ties would fit in with the 'historical' nature of our railroad, however, and I know the snowmobilers who use the line in the winter probably wouldn't be too happy with them if the snow wasn't very deep.
I had the chance to experience a GP38-2 dealing with too many cars on a hill - the occasional "thunk" was an indication that the wheels were slipping but that the anti-slip function was working.
I've heard the sound you describe on slipping wheels before, Larry, but never anything like this ringing. It was almost bell-like! Not flange-squeal or rail-protest. I also couldn't see a noticeable slip, so I guess the units were doing their job properly.
One thing I forgot to mention is that I got inside the Kirkwood station for the first time. It's very amenable, both to the railfan and the Amtrak traveler. They even have a poster explaining the signal aspects that can be seen from there, and their indications.
Oh...and Pat's very impressed with what you were doing on your own conductor's uniform...putting together a vest? She makes my shirts every so often (I have a souvenir piece of fabric from this trip that will be made into a shirt like no other eventually!).
CShaveRROh...and Pat's very impressed with what you were doing on your own conductor's uniform...putting together a vest?
Well, I'm not going into business making vests any time soon, but aside from the pockets (which I now understand and which would go much better next time, thanks to Mom, who was here and helped me through them), the stitching was pretty straightforward. I just wish this machine had a buttonhole attachment! The sewing machine doesn't scare me.
The unique part of my "Uniform" is the jacket, which is made of "firehose" fabric (the weave is 2x2 vs 1x1) which presents a slightly "rougher" finish than a regular suitcoat, and has a bunch of pockets besides. I had to dye it as it isn't offered in black or navy, but that was an interesting experience as well. It does involve several pounds of salt, amongst the other "ingredients." While I recently had to re-dye it, the jacket itself is wearing very well.
This is Pat. I can see that the firehose fabric, being stain resistant, will need to be dyed repeatedly. Carl would offer my buttonhole services if we were closer, but often a dry cleaner has a repair person who can do small sewing tasks. This would be better if they also have an industrial machine, as your firehose fabric is tough to sew through.
Time for a couple of updates:
CN is further rearranging the Neenah Yard. There were two crossovers within a quarter mile on the south end of the yard-Cecil St (manual controlled) & Byrd St (dispatcher controlled). The Byrd St crossover are also the 'control point' at Neenah South, having a cantilever signal structure with lights for north and south bound trains on the Neenah Sub mainline and the entrance to the Neenah Controlled Siding. L-R: Mainline, Neenah Controlled Siding, South yard Lead/Industrial Lead.
The Neenah Controlled siding swings to the ESE and joins/becomes the Dixie Controlled siding past the CP. Looking at the bottom-center of the picture you can see a white sign on the West side of the tracks.
That was the site of the Cecil St crossover.
Both sites had/have duplicate features. A close-up of the Cecil St plant reveals that the mainline switch has been pulled.
I will be heading to the area to see if there is any other work done on this plant. I believe that the "plan" is to remove the entire Cecil St plant and use Byrd St exclusively. We also have two PTC towers up: MP 180 and 196.8.
CShaveRRCarl would offer my buttonhole services if we were closer, <snip>... as your firehose fabric is tough to sew through.
Fortunately, the vest isn't of the firehose weave. The zig-zag on my sewing machine (and some judicious reversing) did the trick for the buttonholes. I know how to handstitch a buttonhole stitch, but my hands aren't as tolerant of such work any more. The buttons were a pain.
Paul_D_North_Jr ...snip What's the standard thread for the head of a photo tripod/ bottom of a camera ? Hint: It's not metric, and more common than you might think - even on my 2004 Nikon CoolPix3200 . . . - Paul North.
...snip What's the standard thread for the head of a photo tripod/ bottom of a camera ? Hint: It's not metric, and more common than you might think - even on my 2004 Nikon CoolPix3200 . . .
James
Carl, any ideas why the crossover is set so any train crossing from 1 to 3 or 3 to 1 would cross Grace St. on track 2 instead of crossing all the way over before the grade crossing?
The Butler Paul_D_North_Jr: ...snip What's the standard thread for the head of a photo tripod/ bottom of a camera ? Hint: It's not metric, and more common than you might think - even on my 2004 Nikon CoolPix3200 . . . Would that be 1/4-20?
Paul_D_North_Jr: ...snip What's the standard thread for the head of a photo tripod/ bottom of a camera ? Hint: It's not metric, and more common than you might think - even on my 2004 Nikon CoolPix3200 . . .
We've got a winner ! I seem to recall reading someplace that it's also the British "Whitworth" design or type of threading, if that makes a difference, but it hasn't in my experience. So a common bolt through a piece of wood or metal - which can then be screwed or clamped to many surfaces - could serve as a substitute for a tripod or more sophisticated mount. Conversely, put that thread as a nut or 'female' hole on another object, and it can then be attached to the head of the tripod. Someday I'll post a photo of one time I did that a few years ago . . .
The Butler Carl, any ideas why the crossover is set so any train crossing from 1 to 3 or 3 to 1 would cross Grace St. on track 2 instead of crossing all the way over before the grade crossing?
Just speculation on my part, but they basically placed this plant where it had to go. Move it further west, and you'd be overlapping the Lombard station platform. Move it further east, and you'd have some of the switches and crossovers within a curve. They're encountering a similar problem in Wheaton, with even fewer opportunities to find straight track, but they could eliminate the grade crossing. In Lombard, this crossing also involves St. Charles Road, which is a fairly important thoroughfare through the heart of many western suburbs--not likely to be closed completely, and, due to street layout, practically impossible to separate.
We're back home again from our trip into the Ozarks. 'Twas a great time, but we're glad to be back. Sunday morning we actually walked down the hill to a church in the valley by the Wildwood (my sister-in-law's family owns the Wildwood Springs Lodge in their town).
Last time I mentioned a couple of concrete-tie trains we saw at Elkhart, Illinois. An empty welded-rail train was also in Elkhart, after having placed rail from there northward. And in Lincoln we saw a third concrete-tie train, this one without power. Sorry to go on and on about track work that may seem mundane or even normal to some folks, but to see one railroad tackling all of these things simultaneously in just one corner of the system is impressive, if not amazing, to me.
We were going to head up to Rochelle to check out the new diamonds ready to go in there, but the museum tour we took in Bloomington went on for much longer than we expected (and was anything but boring). So instead we made a stop in Chenoa to see the flange-bearing ("OWLS") diamond where the TP&W crosses the UP. Flanges have worn small grooves into the UP railheads at this point, but it doesn't look like much to worry about. Pat and I hadn't seen one of these diamonds close-up until now.
We'll check on progress at the local crossover site later today, and see if the new signals to the west are railfan-friendly.
CShaveRR Here's the plan for the crossovers they're building here... Track 3 2 1 | | | X (Somewhere near here is the “Lombard” garage at the east | | | end of the Hammerschmidt parking lot), roughly Milepost 19.5. | | | XXXXXXXXXXX Signal bridge—either two heads on all tracks or 3-2-3. |\ | | | \| | | | /| | |/ | | | | | | | Grace St. Crossing ------> North | | | | |\ | | | \| | /| | |/ | | XXXXXXXXX Signal bridge—either two heads on all tracks or 3-2-3. | | | | | | Milepost 19 | | | Track 3 2 1 As reference, the Lombard commuter station is at roughly Milepost 19.9. The signal bridges are nowhere to be found yet, and my statements about signal heads are just speculation. I'm thinking that three heads would be desirable if they wish to differentiate between crossing to Track 2 or crossing all the way over. But if just "diverging" signals are all that's required, two heads would be sufficient. (Sorry--the top portion of the map looks just fine until it's posted, so I have no way of editing it.)
Track 3 2 1 | | | X (Somewhere near here is the “Lombard” garage at the east | | | end of the Hammerschmidt parking lot), roughly Milepost 19.5. | | | XXXXXXXXXXX Signal bridge—either two heads on all tracks or 3-2-3. |\ | | | \| | | |\ | | | \| | | | | | | Grace St. Crossing ------> North | | | | | /| | |/ | | /| | |/ | | XXXXXXXXX Signal bridge—either two heads on all tracks or 3-2-3. | | | | | | Milepost 19 | | | Track 3 2 1
C&NW had a crossover like the lower one at Seeger to get the freight traffic from the inbound track of the Harvard commuter line to the North/South route to Proviso.
I understand your drawing isn't to scale. Maybe there isn't enough room for this.
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