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RE: [CBQ] Signals on the Q

To: <CBQ@yahoogroups.com>
Subject: RE: [CBQ] Signals on the Q
From: "Nelson Moyer" <ku0a@mchsi.com>
Date: Thu, 10 Oct 2013 14:24:58 -0500
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The S L O W movement over Main St in BN was also to do with the curves and grades(also lack of visiablity with buildings) and small numbered frogs limiting speed.  I think Wood Tower was switch tender operated until the tower was put in service Aug. of 1917 a Federal 16 lever frame unit.  This was added to with Ill. Jct added in 1918 and written up in "Railway Signaling" Dec. 1925  "CB&Q Controls Switches Remotely"  speed-ed up movement to the Carthage Branch
"Railway Signaling" Jan. 1928  "Burlington Completes Automatic Signals Chicago to Denver" writes up ABS with the rules Nelson stated in effect Galesburg to Ottumwa 117.36 miles completed in 1917
Just had to find all the articles will now place them in a notebook so they are easier to find
Steve in SC

 

 


From: Nelson Moyer <ku0a@mchsi.com>
To: CBQ@yahoogroups.com
Sent: Thursday, October 10, 2013 10:24 AM
Subject: [CBQ] Signals on the Q

 

 

Thanks for the response, Steve. Pointing me to the employee timetable really helped me understand your response. I have an employee timetable for the Ottumwa and Creston Divisions dated February 1, 1953. Connett and Illinois Junction are shown on the timetable as having no office. Wood Tower has interlocked in parentheses. A note at the bottom of the page says Automatic Block System in effect between Galesburg and Connett and from Wood Tower and Ottumwa. CTC was in effect from Connett to Wood Tower. No train order signal Galesburg, Wood Tower, and Burlington. Clearance Form A required at these locations. Passenger trains were cleared at the depot, and all other trains were cleared at Wood Tower. Rules D-251, D-252, D-253, and D-254 were in effect. Manual Block System Rule 318(B) was in effect for trains moving against the current of traffic. The bridge was interlocked, presumably by Wood Tower.

 

I think this means that Wood Tower had interlocking control of the mainline and K line connection and the bridge. CTC was in effect from Connett to Wood Tower, and ABS was in effect from Wood Tower to Ottumwa. All mainline traffic had to stop at either Wood Tower (freight) or the Burlington depot (passenger) for clearance since train order signals were not in use at those locations. The yard tracks were switched manually. There is no mention of yard limits except between on the spur between Gladstone and Oquawka. The maximum speed limit across Main Street in Burlington was 10 mph, so all trains passed through Burlington  v e r y   s l o w l y.

 

The Washington branch line had manual block system (train order signals?) under Rule 318(B) There were no train order signals in Mediapolis and Washington, so all trains stopped in both places for clearance. Rule 907 was in effect. The normal position of the crossing gate at the M&StL crossing was against CB&Q, requiring a stop to open the gate and presumably manually set restricting signals for the M&StL. All tracks in Washington are yard tracks from the East switch West. The Rock Island crossing near Havre isn’t mentioned, but I’ve heard it was by ABS, and the single target signal there suggests that to be the case.

 

I don’t have a CB&Q rulebook, but I’ll look up the rules cited above in a consolidated rulebook The question of upper quadrant or lower quadrant train order signals on the Washington branch line remains unanswered. 1960-70 photos show upper quadrant, and all are shown in the yellow position. There was a 25 mph maximum speed limit on the Washington branch, with many slower speed restrictions between Mediapolis and Washington.

 

Let me know if I’ve misinterpreted anything. I think I have the basic information I need to design the signal system for my layout.

 

Nelson Moyer

 

 




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