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Leo..I'll take a stab at your question.....I think the double track rules were like D251 etc. At least on the RI and I presume that it was the same on the Q. For example trains of the second class were required to clear trains of the first class. When an inferior train headed in to clear a superior train he would see that train by and then proceed to follow that train out. There was a "protection provision" in the rules that provided that when a train was leaving a siding that he was required to open the switch and wait something like 2-3 minutes before proceeding out of the siding. That time lapse would provide protection in the event that a train on the main track had passed the last signal to the rear that it would be by in that time period. On the RI where all trains except first class were run as extras an extra train would get a message from the DS eg Clear extra 1275 east at a list of towns and the time by which the inferior train was to be in the clear.
I don't think that the clearing of trains in the same direction on double track under rules 251 etc was done by train order...probably just by message or just clearing superior trains same as on single track.
Pete
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From: qutlx1@aol.com [CBQ] <CBQ@yahoogroups.com> To: <CBQ@yahoogroups.com> <CBQ@yahoogroups.com> Sent: Tue, Feb 23, 2016 7:48 pm Subject: [CBQ] Mainline sidings ? I have an operations question that's come to mind recently and all the men I once worked with who could answer are now gone.
All along the Q mainline from Chicago to Denver were long sidings used for trains to get in the clear. The ones I'm familiar with and aware of from first hand use or historical research were at many points on the Aurora division. For example Bristol,Plano, Somonauk,Leland, Earlville and Mendota just to name a few. At these points after the tower operator had lined you into the siding,at the other end was a hand throw switch. How did you know when it was OK to come out of the siding ? Generally these moves would be with the "current of traffic", that is there were eastward and westward sidings outside of the respective main. Usually a local or a "dead freight " would be routed into the siding By the tower to hold to allow faster trains to pass. Did the brakeman just walk to the phone and ask ? Seems a little out of character back in the day of train order right overs,meets,etc. In my time of mostly CTC operation one had signals to look at and radio/phone communication. But pre CTC,pre radio,etc if a train was routed into a siding at an interlocking plant; how were they sure it was ok to "open up" and proceed. Seems to me if it was just verbal on the phone it was open to error. Or did the Condr. Have to walk up/ back to copy or get an order ? Or was it handed to them as they passed the tower heading into the siding ? Yes I know,small minds ask small questions. Buy its this day to day detail that makes it interesting. Just think how it makes the layout slow down and be more realistic ! Leo __._,_.___ Posted by: jpslhedgpeth@aol.com __,_._,___ |