Re: [CBQ] Re: Oregon Signals

[STEVEN HOLDING <sholding@sbcglobal.net>]

The best explanation would be found in the Consolidated Code(the Rule Book) BUT you have to keep looking as that rule book covered a lot of roads and the Burlington Lines is what you are looking for on Page 100, 102, 104 and the signals that could be displayed is found on the Bulletin that is put out when the signals were put into service and in later years in the Special Instruction which covered those areas.  Also remember a signal with a number plate is an automatic signal and other rules may apply while with an A or lack of a plate is an absolute and is just that ABSOLUTE.
The most restrictive would be the lack of a signal or RED for STOP and that would apply to both heads on a two headed signal.
The next would be a yellow signal on the top of the two head or the dwarf means you are going down the main with the signal at the other end more then likely
     RED or better known as "Approach" Rule 501E prepared to stop before any part of train or engine passes the next signal.
IF the bottom signal was yellow on the two heads it meant "Diverging Approach" You are headed into the siding or thru a crossover "Proceed on diverging route     at prescribed speed prepared to stop before any part of train or engine passes the next signal"  The speeds were found in the Special Instructions for that
            subdivision.
And of course green was proceed.  Never able to get a green on the lower head of a two headed signal
The Dwarf could show all three colors.(the signal pages were the only pages of color in the rule book (Until Mine got underlined and drawn in))
Signal displays and rules changed over the years so you have to sometimes find the right rulebook or signal instruction booklet that was used in later years( with the BNSF  Rule Book and other material of more modern times needing two men and a little boy to carry(mine is all in storage while the Q material is all at hand)
I do have a signal Bulletin Diagram for the new install of CTC between Galesburg and Savanna(the Pea Vine) dated 9/24/74 and 12/5/74 I will take to Dave's if you would want it scanned and posted in the file section next week.
Steve in SC

---

From: "herrick@krausonline.com" <herrick@krausonline.com>
To: CBQ@yahoogroups.com
Sent: Tue, January 1, 2013 7:46:07 PM
Subject: [CBQ] Re: Oregon Signals

 

Thank you, Steve. So would you please explain for a non-railroader the signals at either end of the passing track at Oregon? The 1967 track chart shows two-head signals on the main and a single-head signal plus a dwarf on either end of the siding. Now the photos I've seen never show the dwarf signal.

Bob Herrick

--- In CBQ@yahoogroups.com, STEVEN HOLDING <sholding@...> wrote:
>
> Bob
> Look at Mike Spoors Vol 2 page 47 has a photo of the CTC board for the C&I and
> talks about when the CTC was installed. I worked in the Cicero DS Office and
> later Galesburg before it was computerized and we moved to Ft. Worth.
>
> The blank spot in the middle of the panel was Rochelle and controlled by the
> operator under the direction of the DS. In the mid to late 80's Rochelle was
> moved to the DS board so he controlled the entire C&I. It helped to have the
> operator control the traffic at Rochelle as often there would be 2 to 3 switch
> engines working there both BN and Milw. The only time we could or did make
> meets at Rochelle was when no one would get stopped account the CNW crossing was
> Automatic and first come first served but generally the CNW would grab it first
> or in later years they would run a switch eng into the circuit to hold the
> signal for a hot pig train. Meets on the C&I were made depending on the sidings
> and the hills and we would try and tell the trains where and who they were
> meeting to get good meets. Oregon was not used very often account it was so
> short(before BN extended it). The last day I worked it was an overtime day plus
> posting (extra pay) a person just before the computer took it over.
>
> The C&I desk handled the C&I(Aurora to Savanna ) and the double track Rule
> 251(double track Auto Block) Savanna to St. Croix Tower( the op at East Cabin
> handled the traffic from on the IC with the dispatcher handling Galena Jct.) Op
> at PDC had a small CTC board and the OP at CX(North Lacrosse) handled the CTC
> Getting into both the south and north ends of the North La Crosse Yard as well
> as East Winona(rebuilt to single track after flood in '65 and at Trevino. All
> were brought into Galesburg over time.
> Steve in SC
>
>
>
>
> ________________________________
> From: "herrick@..." <herrick@...>
> To: CBQ@yahoogroups.com
> Sent: Mon, December 31, 2012 9:19:49 PM
> Subject: [CBQ] Oregon Signals
>
>
> Years ago when I was researching operations at Rochelle, I exchanged emails with
> Ron Copher about the signals there. He'd met a guy who was the agent in Rochelle
> in the 1947-51 timeframe who said that the operator controlled the signal at the
> coal chute board (an absolute signal in both directions) mainly to protect
> passenger trains at the depot. He also had a lockout switch for an eastbound
> move across the C&NW for the same purpose.
>
> Did the operator at Oregon exercise the same control over signals? Also, the
> 1967 Oregon track chart shows that the switches at either end of the passing
> track were "controlled." Were these controlled by the operator or the
> dispatcher?
>
> I also recall John Schmid saying that the "passing track" at Rochelle was not
> used for that purpose, rather, meets were made at Shabonna and Chana.
>
> Was this also true for Oregon, i.e. no meets?
>
> Bob Herrick
>

__._,_.___

Your email settings: Individual Email|Traditional
Change settings via the Web (Yahoo! ID required)
Change settings via email: Switch delivery to Daily Digest | Switch to Fully Featured
Visit Your Group | Yahoo! Groups Terms of Use | Unsubscribe

__,_._,___