The Rochelle Interlocking is one of many Automatic Interlocking on the
CB&Q/bn/bnsf
The Photo in question is of a westbound train crossing the Rock River
between Rock Falls and Sterling. This is on the old Earlville to Sterling
branch long since been taken up
On this branch there was an automatic interlocking with the IC in Amboy and
between Harmon and Rockfalls with the CNW. The interlocking at Sterling
which the pipeline appears in the photo was a manual interlocking and in the
timetable(No.12 dated April 24, 1966) it says "No operator on duty Call
Operator at CNW Depot who will operate interlocking for CB&Q movement"
An automatic interlocking is controlled by the relays in the house at the
diamond and gives a signal to the first train to hit the approach
On the C&I(Aurora to Savanna) the Automatic Interlocking at Rochelle show
"If signal fails to clear, in addition to complying with Rule 672, Rule 525
must also be complied with.
Rule book dated May 1 1951 was in effect then. The next rule book did not
come out until June 1 1967
672. When a train or engine is stopped by the stop-indication of an
automatic interlocking signal and no conflicting train or engine movement is
evident, a member of the train or engine crew must go to the crossing, be
governed by instructions posted in release box and operate the proper
release for route which train or engine is to use. (what this does is place
the plant in time and set all signals to stop. The timer is set for the
length of time it would take to stop a train before they reach the crossing
plus a safety margin due to the speed limit of the track)
If the signal does not clear at expiration of time interval, the member of
the crew may signal his train or engine to proceed throught the interlocking
if there is still no train or engine approaching on conflicting route and
signals on conflicting route indicat STOP
If signals on conflicting route do not indicate stop, movement must be made
under protection.(Flag and or fusee)
If a train or engine is standing between the home signals on a conflicting
route,(holding the interlocking) the proceed signal must not be given until
a thorough understanding has been reached with the crew of the train or
engine on the conflicting route(flip a coin???)
525 When a Stop signal does not clear and it is possible to communicate with
the train dispatcher and the dispatcher knows that there is no opposing
train in the block, instruction may be issued to proceed under authority of
Clearance Form F( This simply states Proceed per rule 509A)
509A When a train is stopped by a Stop-and Proceed indication, it may
proceed at once at Restricted Speed, not exceeding 15mph expecting to find a
train in the block, broken rail, sbstruction or switch not properly lined.
Over the years the rules change to fit the needs. 672, 525 and 509A do not
show up in the 1967 Consolidated Code But even today that is how you get
over the diamond in Rochelle if you come up on a red.
sjh
----- Original Message -----
From: <Q5632west@aol.com>
To: <cbq682@grics.net>; <BRHSlist@yahoogroups.com>
Sent: Thursday, August 21, 2003 3:24 PM
Subject: Re: [BRHSlist] Way Freight
>
> In a message dated 8/20/03 7:01:06 am, cbq682@grics.net writes:
>
> >"CB&Q in Color #4" ... on page 71 there is an awesome
> >photograph of a GP-7 crossing the Rock River. Along the left of the
tracks
> >are three pipes that lead out on to the bridge and follow the tracks.
> >What are these pipes for?
>
> Greetings all:
>
> Responses to this question mention interlocking systems and a lunar signal
> protecting the CNW crossing. Can somebody cite chapter and verse on this?
The
> CNW (now UP) diamond at Rochelle is 13 miles away, and I've never heard of
> interlocking at Oregon, the station a half mile or so west of the bridge.
Did
> someone in Rochelle or Aurora have control over mainline switches in
Oregon in
> lever days? Admittedly my knowledge of signalling through here is skimpy
other
> than it being mostly automatic-block territory with CTC through Rochelle
by
> 1941. Pipes left over from ABS?
>
> At one time there was at least one lever at Oregon to operate the
train-order
> semaphores across the main from the station. For a westbound, these
signals
> on the fireman's side would appear quickly as the engine came off the west
> Rock River bridge and curved into town. Could the station have controlled
an
> approach signal on the island between the bridges or east of the east
bridge that
> would account for these pipes?
>
> Regards,
>
> Bill Diven
>
>
>
>
> Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
>
>
>
------------------------ Yahoo! Groups Sponsor ---------------------~-->
Buy Ink Cartridges or Refill Kits for Your HP, Epson, Canon or Lexmark
Printer at Myinks.com. Free s/h on orders $50 or more to the US & Canada.
http://www.c1tracking.com/l.asp?cid=5511
http://us.click.yahoo.com/l.m7sD/LIdGAA/qnsNAA/8ZCslB/TM
---------------------------------------------------------------------~->
Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
|