If they gave speeds, then I would have to assume that they were more than just
hand thrown crossovers. I don't know if there were any towers, just like
Montgomery, and Mendota. I'm sure that there must have been one at Earlville,
to control the Northwestern crossing.
When I worked the East and West Ottumwa Divisions in the 1990s, All of the
crossovers outside of the few CTC sections were 10 mph. If they were doing
track work,and running single iron, they would call a extra brakeman to work as
a switch tender.
I'd have to see a timetable to know if the tracks were signaled in both
directions. I'll bet that most was current of traffic.
-Brian
--- In CBQ@yahoogroups.com, "zephyr98072" <glenehaug@...> wrote:
>
> This is probably another of those hard-to-answer questions. After reviewing
> information from a number of sources, I am unclear about whether the
> crossover switches at Princeton, Zearing, Buda, Kewanee Cabin, and Oneida
> were powered prior to CTC (in the mid 60's), as opposed to being hand-thrown
> by the operator at those locations (actually throwing the switch by hand as
> opposed to operating it by an interlocking lever).
>
> Employee timetables show turnout speeds only, and aren't specific about
> whether the turnouts are controlled. The alignment charts prior to CTC don't
> the 'C' plus turnout number to designate a power switch at the above 5
> locations. They do show the 'C' designation at all other interlockings
> between Aurora and Galesburg.
>
> And at the Spring Meet in Batavia, one of the former Q panel members on
> passenger operations indicated that he was an operator at Kewanee Cabin (and
> perhaps Buda) at one time in the past when he had to hand-throw the turnouts,
> but I dont remember his name, or what time period he was talking about.
>
> Does anyone have information or memory on this subject that they can share?
>
> Glen Haug
>
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