middle siding signals
NW Mailing List
nw-mailing-list at nwhs.org
Sat Apr 22 08:31:05 EDT 2017
Yes, at the clearance point behind the smoke, there is/should be/better
be a westward bracket signal that governs the WB Main and the middle
track. Looks like an S&C pole, but the bracket is barely visible.
On 4/20/2017 8:16 AM, NW Mailing List wrote:
> Is there a westbound signal hidden by the passenger train?
> While this piece of railroad looks like all 3 tracks have bonded
> circuits, other parts of the system had center or passing sidings that
> were not, and often were designated as "running tracks". On late comer
> NKP, you could come off CTC via a power switch and enter the running
> track. Speed limits on them were up to 50 mph. At each end could be a
> bonded circuit a few hundred feet long. If it were occupied, a
> following movement entering the running track would get a
> "restricting" signal, if not a "diverging approach". Rule 99 was in
> effect on running tracks.
> On 4/19/2017 10:39 PM, NW Mailing List wrote:
>> I would suggest that the Restricting aspect is for a call-on signal.
>> One would be looking downgrade when looking east at Villamont, so
>> grade signals would not apply, plus grade signals are automatics,
>> these are controlled (but note lack of "S" plate). They have a full
>> compliment of diverging aspects at point-of-switch to govern middle
>> track pull-in, so the middle track is bonded and signaled. A dark
>> middle track would rate hand-thrown turnouts and no signals.
>> Actually, note that the track layout is not exactly symmetrical, but
>> favors an easier alignment/higher speed pull-in off of the eastbound
>> and standard crossover for pull-out to the westbound. One exception
>> to above is if a spring switch is on the pull-out, it must be
>> installed using the easier alignment and the signal would lack
>> diverging aspects.
>> Before the Virginian merger, I believe a train's worth of eastbound
>> loads were set off here (and further east?) to fill tonnage for
>> subsequent eastbounds. That is a whole lot of back and forth thru
>> controlled signals displaying Stop and Stay into occupied blocks of
>> the middle track and EB Main, so to cut down on phone traffic and
>> expedite matters, the dispatcher can override the Stop and Stay
>> indication with Restricting, called a "call-on" signal. The
>> Pocahontas Division was littered with these where pushers would
>> routinely get on.
>> Grant Carpenter
>> On 4/19/2017 10:44 AM, NW Mailing List wrote:
>>> Mr. Powers,
>>> Thank you for your response. I understand your comments on
>>> geography. My remaining question is why would it be advantageous to
>>> allow an Eastbound movement to proceed at restricted speed on the
>>> East-bound main and not be advantageous to do so for an Eastbound
>>> movement on the West-bound main? The layout of the middle siding
>>> appears to by symmetrical with respect to both mains and I am trying
>>> to understand why the signalling should be different.
>>> Thanks for your help,
>>> Jim Cochran
>>> On Wed, Apr 19, 2017 at 8:26 AM, NW Mailing List
>>> <nw-mailing-list at nwhs.org <mailto:nw-mailing-list at nwhs.org>> wrote:
>>> A restricting signal indicates the right to proceed at a
>>> restricting speed. That aspect does not deal with geography, it
>>> deals with trains ahead and track circuit continuity. It sits
>>> one position above "stop and proceed", which only deals with
>>> trains ahead - you must stop and then proceed at a restricting
>>> speed. Below that is "stop and stay". If there is a yellow plate
>>> with the letter "G" on it below the signal head displaying "Stop
>>> and stay" on the mast, a train on an ascending grade can pass
>>> the signal without the stop, ready to stop short of a train
>>> ahead. All the above very fine delineations of keeping your
>>> speed safely in check.
>>> From the photo, I cannot tell what track the furthest EB
>>> signal controls. If it has a dummy mast to one side of it, it
>>> may control the center siding, and most likely be like an
>>> interlocking home signal and not have any aspect allowing a stop
>>> and proceed.
>>> Wm J Powers
>>> On 4/19/2017 6:54 AM, NW Mailing List wrote:
>>>> I believe the attached photo may show the West end of the
>>>> middle siding at Villamont (confirmation would be
>>>> appreciated). My question concerns the East-bound signals that
>>>> are visible. The signal for the East-bound main is capable of
>>>> displaying the RESTRICTING aspect while the one for the
>>>> West-bound main is not. In my understanding, one reason for
>>>> the RESTRICTING aspect was to allow a train to proceed without
>>>> coming to a complete stop on a grade where it might have been
>>>> very hard to start again. Since this stretch is signalled for
>>>> bi-directional running, why would the signal for the West bound
>>>> main not also be capable of showing RESTRICTING? It seems like
>>>> the grade would have been the same for East-bound movements
>>>> regardless of which main they were using. Any thoughts?
>>>> Thanks, Jim Cochran
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