Bucks, does, or perhaps more correctly, John Deere tractors?
Fun to see all the John Deer Tractors heading southbound on web cam nice
mudchicken C&S personnel are always looking for the latest, greatest, most economical capital intensive way to solve the needs of signalling territory. (and they never re-use/ recycle anything ...always gotta be new)
C&S personnel are always looking for the latest, greatest, most economical capital intensive way to solve the needs of signalling territory.
(and they never re-use/ recycle anything ...always gotta be new)
Maybe in your experience - in mine - a new major interlocking was installed about 1/2 mile West of an existing interlocking that was retired. All the switch machines from the retired interlocking ended up in a new interlocking about 200 miles away - non-dual controlled switch machines, that in my mind should have been scrapped as if the switch won't throw under the dispatchers control, it requires a maintainer to get it to throw under any circumstance.
Never too old to have a happy childhood!
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Semper Vaporo
Pkgs.
Jim611 In looking at satelite, it looks like there is a switch near the end of the double track. My question is, is it long enough West of the switch to the end of the double track to hold an oil train? Thanks
Thanks
tree68 BaltACD Don't know about BNSF. Most locations on my carrier have gone to radio code line. The area around the North Baltimore IM facility went satellite, I'm told. Now there's a "hole" in the ATCS feed...
BaltACD Don't know about BNSF. Most locations on my carrier have gone to radio code line.
The area around the North Baltimore IM facility went satellite, I'm told. Now there's a "hole" in the ATCS feed...
C&S personnel are always looking for the latest, greatest, most economical way to solve the needs of signalling territory.
In my observations, when the BNSF local comes out of the siding, it continues East. I speculate that the local pulls East to get out of the interlocking and to not block the first road crossing. Once the local is out of the interlocking, the conductor closes the switch and walks East to the train and most of the time, the local continues East.
The other day there was a Westbound BNSF intermodal steamship container train going by on the North track. After about 10 cars went by, a Westbound BNSF intermodal domestic container train came up on the other track passing the first train. The first train stopped for a couple of minutes and then an Eastbound oil train came by. After the first train left, it was followed by a general freight train. In looking at satelite, it looks like there is a switch near the end of the double track. My question is, is it long enough West of the switch to the end of the double track to hold an oil train?
BaltACDDon't know about BNSF. Most locations on my carrier have gone to radio code line.
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...
rdamon Could the pole just be there to move to commercial power so they can decomission the code line?
Could the pole just be there to move to commercial power so they can decomission the code line?
Don't know about BNSF. Most locations on my carrier have gone to radio code line.
What can be seen from the camera position would make me think the signal bungalow in the camera foreground is the control unit for the BNSF signals, and is probably connected by underground cable with the UP signal control unit so that both units can communicate with each other.
The pole adjacent to the BNSF bungalow and pole line, I would think is carrying power and controls to the BNSF signals for the control point that is the Rochelle diamond. It is possible that BNSF is still using hard wire code line, I have no knowledge if they are or not.
jeffhergert I can't get a good look at the switch, guess I'll have to make a trip to Rochelle, but it appears it might have an electric/time lock appliance. If it does, they probably need to get the engine into the block (interlocking plant) to avoid "running time" on the lock. I wonder, being it's an automatic interlocking, if either line's wayside signals can give a Restricting indication through the plant. If they can't get a restricting, they wouldn't open the switch until the engine is in the plant. If you have to pull into the plant anyway, you might as well pull up to the switch. Not seeing the operation, I'm guessing the engine pulls up and stops. Leaving, once the train is moving they just might not be in any hurry to restore the switch. Let the cars get a little distance between them and the switch once it's clear. Jeff
I can't get a good look at the switch, guess I'll have to make a trip to Rochelle, but it appears it might have an electric/time lock appliance. If it does, they probably need to get the engine into the block (interlocking plant) to avoid "running time" on the lock.
I wonder, being it's an automatic interlocking, if either line's wayside signals can give a Restricting indication through the plant. If they can't get a restricting, they wouldn't open the switch until the engine is in the plant. If you have to pull into the plant anyway, you might as well pull up to the switch.
Not seeing the operation, I'm guessing the engine pulls up and stops. Leaving, once the train is moving they just might not be in any hurry to restore the switch. Let the cars get a little distance between them and the switch once it's clear.
Jeff
With the BNSF track speed being over 20 MPH, the hand throw switch would have to be Electric Locked. The move I normally see is the engine (both with and without cars) coming from the West. Stopping to let the conductor off to operate the switch after the move clears the switch. The move moves onto the spur - I have not noticed the switch being closed at this time, however, I suspect in some cases it does get closed. Engine returns with cars trailing it. Movement proceeds East of the plant and the Conductor closes the switch and (most likely) on signal indication the movement moves West across the diamond to its destination.
CatFoodFlambe Dakguy201 When the crew enters the lead, they leave the switch lined for the lead while they're working, so I suspect alignment the switch for the lead "reds" the BNSF south track in any case. (I would also guess that it frees up the south track diamonds for the UP to cross (provided another BNSF train using the north track hasn't captured the interlocking). BaltACD I suspect the engine (and cars) are moving to be beyond the signal controlling the crossing, so that they can move at maximum authorized speed on signal indication rather than, restricted speed to the next signal when entering a signaled track at a unsignaled location. Perhaps that is true, but I've noticed the same thing. Upon exit to the mainline the man at the switch watches the train pull away, but he makes no move to realign the switch until the train is at least four or five car lengths away. In contrast, to enter that siding they pull up to within a few feet of the switch before throwing it for the siding.
Dakguy201 When the crew enters the lead, they leave the switch lined for the lead while they're working, so I suspect alignment the switch for the lead "reds" the BNSF south track in any case. (I would also guess that it frees up the south track diamonds for the UP to cross (provided another BNSF train using the north track hasn't captured the interlocking). BaltACD I suspect the engine (and cars) are moving to be beyond the signal controlling the crossing, so that they can move at maximum authorized speed on signal indication rather than, restricted speed to the next signal when entering a signaled track at a unsignaled location. Perhaps that is true, but I've noticed the same thing. Upon exit to the mainline the man at the switch watches the train pull away, but he makes no move to realign the switch until the train is at least four or five car lengths away. In contrast, to enter that siding they pull up to within a few feet of the switch before throwing it for the siding.
When the crew enters the lead, they leave the switch lined for the lead while they're working, so I suspect alignment the switch for the lead "reds" the BNSF south track in any case. (I would also guess that it frees up the south track diamonds for the UP to cross (provided another BNSF train using the north track hasn't captured the interlocking).
BaltACD I suspect the engine (and cars) are moving to be beyond the signal controlling the crossing, so that they can move at maximum authorized speed on signal indication rather than, restricted speed to the next signal when entering a signaled track at a unsignaled location.
I suspect the engine (and cars) are moving to be beyond the signal controlling the crossing, so that they can move at maximum authorized speed on signal indication rather than, restricted speed to the next signal when entering a signaled track at a unsignaled location.
Movement off the Main tracks is at restricted speed anyway and I would expect the best signal indication available to a BNSF train with the switch open would be Restricting. With the switch closed, the best signal indication would be Clear depending upon conditions on the West side of the diamond.
CatFoodFlambe (I would also guess that it frees up the south track diamonds for the UP to cross (provided another BNSF train using the north track hasn't captured the interlocking).
That would be corect. I have seen several instances of UP trains crossing the diamonds while BNSF is working the spur. It was intersting once though when a EB UP train just came up to the diamond as BNSF was pushing some centre beam flats around the curve. I know they have the clearance issues worked out, but I bet you the UP engineer was clenching more than his teeth for a couple of moments there.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
rdamon I do not see anything attached to the new wooden pole by the switch, but I see a new electrical equipment near the switch stand. Could BNSF be installing a powered switch there?
I do not see anything attached to the new wooden pole by the switch, but I see a new electrical equipment near the switch stand. Could BNSF be installing a powered switch there?
A question about the switch and the circuit layout..I noticed that when the local comes off the lead, they drop the conductor and/or brakeman , and that the engineer then immedately moves the train farther east.
The ground crewman then relines the switch and has to walk to catch up with the train. Does the equipment need to move east to clear a street crossing circuit, the interlocking circuit, or for some other reason?
1:47 CDST ... Noticed a large red tank on the other side of the UP tracks.
Early morning light seems to be better for seeing detail.
tree68 blhanel Maybe it's because of the location of the interlocking control points, but it seems like BNSF gets "preference" when it comes to who's likely to get the green lights. Someone wrote here at some point who was first at the location, but I forget who it was. One might presume that they might claim preference in that regard. Another factor might be that BNSF is only double track through Rochelle - the rest of the line is single track. Thus they don't have the ability to "stack" trains like UP does on their two tracks. BNSF's double track only goes from Steward to Flagg Center - maybe 10-12 miles tops.
blhanel Maybe it's because of the location of the interlocking control points, but it seems like BNSF gets "preference" when it comes to who's likely to get the green lights.
Someone wrote here at some point who was first at the location, but I forget who it was. One might presume that they might claim preference in that regard.
Another factor might be that BNSF is only double track through Rochelle - the rest of the line is single track. Thus they don't have the ability to "stack" trains like UP does on their two tracks.
BNSF's double track only goes from Steward to Flagg Center - maybe 10-12 miles tops.
Interlocking plants are always quirky and unpredictable. Some of that is the nature of the signal block and switch circuit rules which are brain damage in their own right.
When it comes to 'automatic crossing interlockings' in CTC territory there can be two kinds. The truly automatic which is first come, first served - PERIOD.
The second kind is similar, except the Train Dispatcher will control the 'request' by authorizing a signal across the diamond, which says a train is present if it is on the approach circuit. With this kind of operation, the Absolute Signals protecting the crossing can also be used as 'Hold Out' signals and thus protect facilities that are beyond the crossing interlocking.
I understand Global 3 yard is just West of the crossing on the UP. UP Dispatcher could hold his request for a signal over the crossing while yard moves were taking place on the main just West of the crossing. Once the yard moves were completed, then the Dispatcher would request the signal and if no BNSF movements had activated the crossing, then the UP signal would line. I have no idea what kinds of BNSF facilities are on either side of the crossing, the BNSF Dispatcher may have a similar set up.
This type set up permits trains to be 'paused' closer to terminal facilities rather than at the next control point in advance of the facility being protected.
Maybe the approach circuit is farther out on the BNSF side.
blhanelMaybe it's because of the location of the interlocking control points, but it seems like BNSF gets "preference" when it comes to who's likely to get the green lights.
Maybe it's because of the location of the interlocking control points, but it seems like BNSF gets "preference" when it comes to who's likely to get the green lights. I seldom see or hear any BNSF traffic waiting for UP, but many times I've seen or heard UP waiting on BNSF, sometimes for several minutes before BNSF finally arrives.
Brian (IA) http://blhanel.rrpicturearchives.net.
phkmn2000As a newb here, I'd like to understand how traffic control (dispatch?) works for this diamond. Suppose you have 3 trains approaching from different directions, 5 miles out, different speeds. How is it decided who gets to go and who waits?
First come, first served. Everything I've heard here is that it is totally automatic.
Since the likelihood of all three trains hitting their circuits at exactly the same time is virtually nil, someone will be first. They'll get the diamond.
You mention three trains. That implies that one line will have two trains, while the other will have one. This being two tracks on each line, if the first train to hit the circuit is one of the two on the line (we'll assume running in opposite directions) the second will also get green, all other things being equal.
If the first train on the circuits is on the line with one train, the other two will have to wait.
It's not unusual to see a meet on the diamond. Some folks are of the opinion that if, say, a UP train has the diamond occupied, it might slow down so another UP train can get on the diamond before the first train clears, thus blocking BNSF for the duration. Don't know if that's fact, but it's certainly conceivable. I suppose one would have to be listening on the railroad channels to know for sure.
Young (14? 15?) boy explaining to his parents what they are seeing. Could have been me 60 years ago at another location. Good to see another generation of rail fans stepping up.
ChuckAllen, TX
As a newb here, I'd like to understand how traffic control (dispatch?) works for this diamond. Suppose you have 3 trains approaching from different directions, 5 miles out, different speeds. How is it decided who gets to go and who waits?
They have started carrying a Selkirk block of freight on the Salad Shooters, at least some of them. I noticed this about a week ago. I always thought the trains were an exclusive Railex operation. Either they aren't or Railex might be getting the shaft, depending on their contract. (The CNW tried moving blocks of manifest freight on empty coal hoppers returning west. The utilities found out and raised heck. Something about a fuel charge in the contracts I was told. In effect the CNW was using fuel paid for by the utilities to move other freight. The practice stopped.)
I'm guessing the Selkirk blocks might be overflow from the other CSX run through, the QNPCXP. That train normally goes across Missouri via St. Louis. It used to go across Iowa and Illinois. Former symbol was QNPSKP.
The additional freight probably doesn't slow them down. Tons per Operative Brake and fuel conservation restrictions usually keep the speed in the 50 to 55 mph range anyway.
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