The recent Metro North crash in New York had got me thinking about how the ex CNW ATC works on approach to the Chicago Terminal.
I know the ATC is not active in the terminal, where does it end? Is ATC cut-out before entering the terminal or does the ATC simply display restricting?
Assuming a train is lined up all the way into the terminal, where will the ATC show a restricting aspect?
Thanks!
The ATC is in use on main tracks as far east as Halsted (Milepost 0.8 from the bumping posts–a new control point instituted about when the Clinton Street tower was taken out of service). An eastbound will get a restricting signal there.
The conductor is to turn the ATC key over to the engineer after they pass Halsted. About the time they get to Northwest Junction (old Clinton Street) I’ll hear the cab signal clear up (ding!), and I assume that is because the ATC has been cut out (Jeff, please feel free to jump in here).
If the cab signal clears up (and goes ding, must be the older, original equipment. all the new electronic ones beep.) it’s reached live, energized track. If they cut out the ATC, the cab signal would go dark.
I must admit, I don’t know how it’s done in the commuter zone. I pulled out an old ETT (The current one is in my road grip in my locker) and see the ATC ends at Halsted. Assuming it’s the same, it shows ATC west of there for a short distance on all tracks, then for another short distance one track has ATC, the rest don’t. Then another stretch with ATC on some, but not all tracks. ATC, at least on the freight equipment doesn’t have a partial cut out, it’s all or nothing. If you are on dead, de-energized track with ATC cut in, it will limit you to a practical speed of 17 mph. You can go up to 22 mph, if you can put up with the low speed horn that sounds above 17 until the air takes you at 23.
Since not all the tracks have ATC, I thought maybe the special instructions might authorize cutting it out early when on those non equipped sections. It doesn’t really say yes or no, but in that zone non equipped engines may operate up to 40 mph with an absolute block. In that zone, a wayside block signal with a proceed indication better than approach establishes the absolute block to the next signal. It’s confusing to someone not familiar with the operation. I guess I need to come to Chicago and ride the commuter trains.
I’ve only read about, but have never seen, the ATC equipment that has the keys. All the modern, including some older GRS equipment that’s fast disappearing out on the main, haven’t used them. Our freight service ATC equipment is turned on either by: 1. An electric switch and air valve, the valve getting a numbered seal. 2. A switch that automatically cuts in the air when turning on the electric switch. It
Thanks Jeff and Carl for the replies.
Jeff if you are ever in the Chicago area let me know. I’d be happy to show you around the commuter zone. I don’t often get to ride the main line out to Geneva/Elburn, but I grew up on the NW Harvard line and still ride that frequently when visiting family. I also worked for the CNW for a brief time in the 80s at HQ. Happy holidays!
By the way, I think I figured out the “ding” Carl refers to at Clinton. I think that is where the ATC test section is located so it would momentarily pick up a signal as it passes the test section.
Let’s look at this a little more closely.
Inbound, before one gets to the M-19A diesel shops, there are three main tracks, all equipped with CTC and ATC. From Harding Avenue (at the east end of M-19A), two more tracks parallel to the main lines join to the north. These are non-signaled tracks until one gets to Kedzie. At Kedzie, one of those two tracks heads into the California Avenue Coach Yard, the other is designated a main track, and only two main tracks east of Kedzie have ATC until Western Avenue. East of Western Avenue until Halsted, all four tracks have ATC. The two southernmost tracks (3 and 4) are the running tracks and are signaled–but not CTC (they have assigned directions). East of Halsted, it’s all under the control of operators at Lake Street, as far as I know.
The “ding” is heard (in older equipment, as Jeff says) any time the cab signal goes from red-over-yellow to green. I loved hearing that sound when I was working in the cab. Nowadays, my laptop is set up to give me a similar “ding” as a notification for certain things. For those who haven’t heard it on ATC, some elevators make the same “ding” when they arrive at your floor.
There is a test block that an inbound train would pass through near Bridge A; that ding I heard may be in connection with that (I’ve not seen signs for it, but it’s in the timetable). Perhaps the ATC is cut out after that, since I haven’t heard the restricting tone after that. It would be an annoyance, beeping every so often (I think I timed them at 100 seconds) all the way in.
Now, in
I’d be up for that. I always find his posts interesting. I didn’t retire from the CNW. Just worked there a few years in audit before moving on. Today I work for a big Chicago bank. Retirement is still a few years away. Cheers. John