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.