Pan Am Southern / Patriot Corridor Discussion

Ok, thank you for the info,
S

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I'm having a hard time figuring out how the new West Main street switch is within the interlocking with a hand throw. Is this only temporary?

Switch has an electric lock on it,note the pedstal next to the switch,needs the DS to unlock it in order to throw it.
Common in CTC and Interlockers to have Electric locked hand throws to industry tracks.

Backshophoss wrote:Switch has an electric lock on it,note the pedstal next to the switch,needs the DS to unlock it in order to throw it.
Common in CTC and Interlockers to have Electric locked hand throws to industry tracks.

Electric locks aren't controlled by the dispatcher. The crewmen use switch keys to unlock the box and throw the time down. It is not common (I've never seen it once) for a manual throw switch to be located within interlocking limits.

Edit: Found out the switch is only temporary, will be powered where it currently is eventually.

There are a few locations (emphasis on "few") where the dispatcher controls the electric lock inside a control point. We have one in District 1 at CPF198 ("Oil Plant" to any MEC or Portland Terminal folks.) The electric lock box has a silver stripe running diagonally from the bottom left to upper right to differentiate it from the typical electric lock. The description can be found in Pan Am's timetable on page 24, under the "Miscellaneous Signals" heading. Unlike the "Non Conforming Signals" section, the "Miscellaneous Signal" section does not list the locations where they can be found.

newpylong wrote:Edit: Found out the switch is only temporary, will be powered where it currently is eventually.

Does the short term presence of this hand thrown switch also have corresponding temporary implications for operating rules through this interlocking?

Can't understand why it was not integrated into the interlocking at CPF-AY and is only temporary. There is a lot of ongoing signal and track changes over the Fitchburg west of CPF-WL. A new interlocking is slowing going in at the other end of the Camp and West Main Street sidings, so, if this is only temporary, West Main Street could be signaled at each end.

It will be powered at both ends. The power switch wasn't ready when they could do the undercutting so it's a hand throw for now.

Operating rules shouldn't be any different.

PT1101 > thanks for the info, I see it now in the TT. Certainly an odd configuration, a jack for permission into CTC and the hand throw within the interlocking like you said.

If I remember right,wasn't the old Nashua interlocking set up like this? Had all 3 head home signals but hand throw switches.An "Unattended interlocking" according to the 1983 B&M timetable.

Is the new interlocking at Derby Curve between Slab City and North Leominister called "CPF-Derby" or is it called "CPF-DY"? Both names were used by District 3 tonight.

The same NS crew that is doing the Conn River rail will also be doing both tracks CPF 335 Westminster to Fitchburg and 1 trainload of rail on the FML west of there where needed.

CPF363 wrote:Is the new interlocking at Derby Curve between Slab City and North Leominister called "CPF-Derby" or is it called "CPF-DY"? Both names were used by District 3 tonight.

CPF-DY but likely called both.

newpylong » Thu Jun 19, 2014 7:53 am
The same NS crew that is doing the Conn River rail will also be doing both tracks CPF 335 Westminster to Fitchburg and 1 trainload of rail on the FML west of there where needed.

Hopefully, it will be the renewed 2 between CPF-345 and MP 341 that was in the accepted Extension proposal. With commuters eating up a track at Westminster, there's going to be a need for a tie-down spot further west.

newpylong wrote:The same NS crew that is doing the Conn River rail will also be doing both tracks CPF 335 Westminster to Fitchburg and 1 trainload of rail on the FML west of there where needed.

Is NS doing any ties along the FML also,or just rail?

newpylong wrote:The same NS crew that is doing the Conn River rail will also be doing both tracks CPF 335 Westminster to Fitchburg and 1 trainload of rail on the FML west of there where needed.

Will some or all of the old rail that is removed from between CPF-335 and Fitchburg be moved to other locations on FML to supplement the 1 trainload of NS welded rail for the FML? Any indication as to where the "needed" rail will be installed?