Busiest single track

Trains Magazine General Discussion
21

OK, why not…

Have a switch machine return the switch to the “closed” position after the train has cleared. This process could give an indication to the dispatcher (points closed, ala ABS) and he could eliminate the protection allowing normal rail traffic.

22

The equipment to do what you describe is available on the market but it’s not cheap. The expensive part is ensuring that what shows on the dispatcher’s screen is actually what is happening in the field, and vice versa. Everything in signaling must be FAIL-SAFE or at least reduce the possibility of an unsafe failure mode to very remote, otherwise sooner or later you will run a train at track speed through an open switch and maybe collide with a standing train in the process.

Pieces and parts for your system include:

  1. A switch machine
  2. An island circuit of some sort to detect occupancy so the machine can’t throw under a train and insulated joints; plus shunts if you have any grade-crossing circuits that overlap
  3. Utility power feed, batteries, battery charger, power-out light
  4. Pad to put the whole thing on, proper switch ties, proper throw rods
  5. Switch-point indicator (optional)
  6. Radio link or copperwire link into someone’s telecom circuit
  7. Connection to the dispatching computer (assuming the dispatching office is CAD) so that the switch machine position indicates properly on the dispatching computer.
  8. Object controller to run all this stuff

All of this has to be fail-safe and safety-critical under 49 CFR Part 236.

Basically your choices for end of siding are, in order of cost:

  1. Plain hand-throw
  2. Spring switch
  3. Auto-return switch with hydraulic switch machine
  4. DTMF (keypad) activated power switch with real gear-driven electric switch machine like a US&S M23
  5. Object-controller dispatcher remote-activated power switch
  6. Full-blown CTC island with signals

You can spend anywhere from $0 to $250K per end of siding depending on how fancy you want to get.

S. Hadid

23

Ok, to bring this discussion back in line with the actual topic (as opposed to 20+ posts defining the different types of track and train control)… The predominantly single-track CSX Fitzgerald Sub. between Manchester and Waycross, GA is currently averaging between 40-50 trains a day with plans for 60 a day in the works by June 2007. CTC throughout with sidings/double track every 2-7 miles.

anb740

24

Sorry for drifting a bit, but the discussion on capacity is sort of the underlying theme of the post.

That is pretty busy single track. What is causing the jump in trains in the near future? Rerouting of business or just growth?

Another busy single track is the old Rathole in KY/TN. Would one consider that to be single track? They seem to alternate.

ed

25

Going back to the original question of busiest single track I don’t see where anyone has mentioned the practice of directional running on a single track line. The best example I am familiar with is the UP brtween St.Louis and Texas. The UP runs its northbound trains from Houston and Dallas to St.L via the former MoPac single track route through Little Rock. Southbound trains run from St.L to Dallas over the single track former Cotton Belt through Memphis. Trains to Houston run on the ex-Cotton Belt to Shreveport and from there on over a former SP single track line.

The Texas Eagle runs in both directions over the former MoPac line so at least some meets are inevitable. Other than that meets are few if any and UP freights on this line spend little if any time waiting on passing tracks for opposing trains. This single direction operation results in greater capacity and higher average train speeds than would be possible if both north and southbound trains shared the same single track.

A little over a year ago, about 15 miles south of Hoxie, AR I counted 5 northbound trains in 70 minutes; two manifests, two intermodal and one unit coal train. All appeared to be running at or near the 59mph speed limit. I don’t know if this the normal train frequency over a 24 hour time period, but if it is, this single track UP line would be handling in excess of 100 trains per day.

Mark

26

I could be wrong, but I cant imagine that line handling 100 trains per day. I do know it is a very busy route. Anyone out there with solid info?

ed

27

The Union Pacific Map of the Month in the July 2004 Trains shows an average of 25 trains per day between Hoxie and Bald Knob, and 42 per day from Bald Knob to Little Rock.

28

The CN-GTW Mainline is a two mainline track now that the signals have been upgraded to allow for running in both directions.

There is a single track section from Schoolcraft, MI to Penn, MI. Penn is near Edwardsburg and nearly hard to see where it is located even when driving through it.

The Norfolk Southern single-track line from Elkhart, IN to Grand Rapids, MI keeps getting busier in the mornings.

Andrew

29

Does the single track in Michigan cause problems for the CN? If I recall correctly, they pulled out one track back in the 80’s. I would think that was a MAJOR mistake.

The 8-10 mile stretch of single track here causes some problems, particularly since there is a ruling grade of about 1% for eastbounds (heavy coal trains often stall).

ed

30

It so happens that a few times during the day there are a pair of trains to Battle Creek and a pair of trains to South Bend passing through Vicksburg, MI within a 20 to 30 minute span of time. The bottleneck at Schoolcraft always slows down the westbound trains. This could be looked upon as a problem.

What is even more amazing are the 90 to 120 minute periods with no rail traffic that happen at least twice daily. Those large gaps are either for a local freight or track maintenance.

Andrew