> Are you talking about the switcher shown at
> http://groups.yahoo.com/group/BRHSlist/ in > the Photos section, TrainZ
> folder pictures labeled switch and slag?
All,
Went to look at this computer image and noticed the West Eola
Model Board photos. That is very old unfinished business. Time
to get it done.
Note, almost certainly because of the Montgomery wreck this
board has been altered with switch indicator lights. At the
time I worked there with no power switches they were not there.
I'd feel safe to say that those indicators were used only for
a month or so while the CTC cutover was being finished. I will
indentify them as to what those holes were for but never saw
them in the board until now.
Cut to the chase:
Photo 2, working left to right:
A = East yard lead
B = Running track
C = Main 3
D = Main 2
E = Main 1
F = West yard lead
Track indicators at C,D,E furthest left would indicate a train
on the circuit between the Eastbound control signal Eola and
the Westbound control signal West Eola. Would be either dark
or red.
Next group of six lights are for the Westbound control signals
for tracks A thru F. Would be either dark or white.
Next group of three lights on Main 1 thru 3 only. Occupancy
indicators. Either dark or red.
Lights above or below switch between East yard lead and running
track are switch indicators.
Next to the right is an occupancy indicator for the East yard lead,
running track, and Industrial lead but only only for the controlled
areas. No approach circuits on these tracks. Indications dark or red.
Looking straight down there is an occupancy indicator for the East end
of the crossover leading to the West Yard. Extends as far as the
control signal at the derail. Indications dark or red. Behind the
tower was dead track with no occupancy indicator.
Moving to the right and from top to bottom:
Switch indicator, East end of crossover from Main 3
Switch indicator, East end of crossover from Main 1
Switch indicator, derail protecting Aurora Lead.
>From this point on will not identify switch indicators.
They are all right at the switch locations. Will not
mention possible indications either since all the signals
are "dark or white" and all the occupancies are
"dark or red".
Right under the "WEST" from top to botton:
Signal from Industrial Lead to East Yard or Running track.
Occupancy on Main 2. The center lights on all crossovers
are occupancy lights. There are also occupancy lights on the
Main tracks all through the plant but they are not directly
on any switches.
Derail is identified by the "20" at the bottom of the board
and the signal is just to the right.
Moving more to the right, "H" is the Industrial Lead and "N"
is the Aurora lead. If you look carefully the tower is shown
just above track "N" at the right edge of this image.
Moving to the 3rd photo:
The tower is easier to see just above track "N" which
changes to track "G" at this end.
The reason for the alternating green and red tracks is
to match them with occupancy indicators. For example
right in front of the tower on Main 1 it changes from red
to green. As you can see there is an occupancy light to
the right and left of this line of demarcation.
(Modern CTC usually does not have this much detail at control
points.)
What this means is that when say, a Westbound train cleared
the red track section but was still in the green if there
were no other occupancies involved you could line the
crossovers behind while the train was still in the plant.
Also meant that any reverse move had to be done with
permission only. Recall that I once had a yard crossover
move that had gone from the West yard to Main 1 stall while
shoving into the East yard with the engine right on the
crossover from 2 to 3. I had lined behind and when they
asked for permission to pull West and try it again, (through
the Yardmaster, no radio at West Eola), they were going West
on Main 2 which was not the track that they had already been
on. Phone rings again when they realize what is happening.
Since their original indication had given them all the way
to Aurora they were thinking about the possibility of an
Eastbound coming on Main 2. Since the check lock was Westbound
the move was safe but they had no way of knowing without
asking.
In a similar vein it was common for a Westbound freight
that came down Main 1 and cut off to pick up to just go
down to the tower and after the crossover was thrown
reverse into the West yard. Was really pretty safe but
still against the rules. It saved them the 2 or 3 minutes
it would have taken to go down to Farnsworth and move on
signal indication.
Moving to the right edge of the board:
H = at the top, dead track, the Industrial lead.
J = Main 3
K = Main 2
L = Main 1
M = Aurora lead
Note that the Auroa lead has an approach occupancy indicator.
Only dead track on this board that has one.
There are NO switch indicators on the West end of the crossover
from Main 1 to the Aurora lead.
The switch off of "G" at the bottom leads to the Auroa
Paperboard industry. It was hand throw but they needed a
signal to get to the switch. If they actually cleared in
there and lined the switch back the occupancy to the right
of the switch would go out. This is strange in that it allows
a train to be within a control point but not showing on the
board. There was also at least one hand throw switch in
the Aurora plant but it had an unlock box and there was a
button in the tower to allow access.
Note that in view #3 there are three signal heads Eastbound on
Mains 2 & 3 as there are Westbound on Mains 1 & 2 at the other
end. These were only of use when the Operator was still using
levers to clear semaphore signals. Each head would have it's
own lever. With searchlight signal installed they are redundant
but have not been painted out.
The occupancy indicators on Mains 1 thru 3 would extend to the
Westbound control signal at Aurora.
All I can think of that might be of interest.
Russ
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