I’m curious about the signals at an interlocking where two roads cross at grade.Are the signals dark until a train approaches, or are they constantly red until permission is granted to cross?
It depends on whether or not they are set up to be approach lit, or constant display. Most automatic interlockings ( without a control operator) are set up so the first train on the approach circuit gets the signal. Interlockings with either a on site control operator (tower)or a remote operator (dispatcher) are lined up by the control operator by request.
I’ve seen it mentioned in a WP Employees Timetable something about a crew member pushing a button in a box near the crossing. I would imagine this would be for a remote operator that you’re talking about.
the button is use for setting the signal in stop in all directions at automatic interlockings. what this does if you approach the signal and it is displaying stop you do as the timetable says as far as opposing traffic. then push button wait the prescribed time and it should clear.
Here in Brampton we have a crossing between CN and CP (well, B&O now). The interlocking is controlled and signals are set to clear by the dispatcher, so they may show green for a long time before the train appears (especially if it’s miserable weather and you’re waiting on the platform…)
The situation is complcated by a road crossing located between the station platform and the crossing. The crossing gates lower as the train approaches, but if it waits too long at the platform, the signals go red and the gates rise. Then the conductor has to push a button on the platform to lower the gates and get a green light.
GO trains used to run all the way to the end of the platform and the signal was placed there before the road crossing. Some crews used to run past the signal (called “Knocking it down”) so that they claimed the block and kept the gates down. This was frowned upon and possibly illegal.
–David
I WORK FOR CSX IN OHIO. I CAN ONLY TELL YOU WHAT
I SEE DAY IN AND DAY OUT. THE SIGNALS AT THE INTERLOCKINGS I RUN ACROSS SHOW A STOP ASPECT AND REMAIN RED UNTIL THE DISPATCHER OR TOWER OPERATER LINES UP THE ROUTE.
By law, if it is a true “interlocking”, all home signals are to display the most restrictive indication, (stop). Only once a route has been “lined-up” either by an operator AT the interlocking, or a dispatcher hundreds of miles away, will a proceed signal be displayed for ONE route only. Some seldom-used lines will have what is referred to as an “automatic-interlocker”, These can operate several ways. Most common, is the so called, “first-come-first-served” type. Approach circuts detect a train within the outer boundarys of the interlocker, and will line that route up. A few of the older installations will require a train to stop at the inner-most limits of the interlocker, a member of the crew will then activate a device, usually a switch key, or a button enclosed in a locked box. After a prescribed time delay, the mechanism will initiate the interlocking process, and a proceed indication will be displayed.
On some real “backwaters” operations, maintenance expenses do not justify such equipment, and a simple stop board is employed. But, that is not a real interlocking.
Hope this answers your question.
Todd C.
the pushbutton type interlockings are “automatic interlockings,” the style that you are required to talk to the DS for are manual interlockings. There are alot of GCOR rules that govern the use of interlockings.
most interlockings i go thru are automatic its cheaper than having a operator on duty 24hrs a day to line you thru. and as far as the backwater operations, well just run that stop board one time and see how long you have a job. but for sake of arguement. define a interlocker or interlocking???
This is how the CN defines an interlocking: AN ARRANGEMENT OF SIGNALS AND SIGNAL APPLIANCES SO INTERCONNECTED THAT THEIR MOVEMENTS MUST SUCCEED EACH OTHER IN PROPER SEQUENCE AND FOR WHICH INTERLOCKING RULES ARE IN EFFECT. IT MAY BE OPERATED MANUALLY, REMOTELY OR AUTOMATICALLY.
with that definition exsplain how todd can say that an automatic interlocking is not a true interlocking.
When you pass a signal, it is called knocking it down. It is called that because when your train fouls that block/interlocking the signal will go red on either end of that block. If we run past a signal it is called a “violation.” Running a red board is illegal and grounds to have your engineer’s card pulled. See 10 deadly sins of an engineer.
Todd, I don’t know what RR you work on, but here on the BNSF Automatic or Manual they are both interlockings. Def “interlocking: Signal appliances that are interconnected so that each of their movements follows the other in a proper sequence. Interlockings may be operated manually or automatically.” quoted from GCOR 2000 4th edition. You should have known…
Before making a statement, read the entire post.
Go back to my original posting, and tell me where I said that anything better than a “stop sign” at the diamond was not a true interlocking. Remote, Manned, or Automatic. An interlocking is an interlocking. But a “stop board” at a diamond does not constitute an interlocking. If you don’t believe me, ask the FRA. I have spent a considerable amount of time in interlocking towers around Michigan, and we don’t have any special rules up here either.
Todd C.
My bad, Todd. I didn’t catch the stop sign part. And I do agree with you. No interconnected signals, no interlocking.
The “STOP BOARD” is usally found at railroad crossing at grades that have very few train movements. In the Grand Trunk Wetern Operating Rules book this was called a “Non Interlocked Railway Crossing.” One still exists today on what is called the Pontiac Service Track in
The “STOP BOARD” is usually found at railroad crossing at grades that have very few train movements. In the Grand Trunk Western Operating Rules book (Since replaced by U.S. Opertaing Rules) this was called a “Non Interlocked Railway Crossing.” One still exists today on what is called the Pontiac Service Track in
Pontiac, MI.
The Ann Arbor Railroad and Chessie System(CSX) had this type of arrangement at their crossing in Alma, MI.
There is another one on the Escanaba and Lake Superior. Used to go past it on the way to Marquette when my son went to school there. Problem is that I can’t remember if it was in Pembine, Wisc, along hwy 141 or Channing in the UP along hwy 95.
No big deal, sometimes I question the knowlege of some of the participants in the forum though. I always try to only answer questions that I am qualified to answer, and if I am not sure about something, I will state so. I have another “debate” in another discussion here, concerning the heritage of the Conrail E-units. Someone out there insists that the 4022 was of PRR heritage. I know, for a fact that 4022 was the EX-Erie Lackawanna 833. But, some folks…
Todd C.
ok. then exsplain the statement and i qoute." i have spent a considerable amount of time in interlocking towers around michigan, and we dont have any special rules up here either." just what are you trying to say here?