tag:blogger.com,1999:blog-4579330861580053658.comments2024-03-16T00:31:43.492-07:00The Position LightJersey Mikehttp://www.blogger.com/profile/10170958563337725933noreply@blogger.comBlogger593125tag:blogger.com,1999:blog-4579330861580053658.post-80279442555322567882024-03-16T00:31:43.492-07:002024-03-16T00:31:43.492-07:00An excellent post that really made my day! Yet I h...An excellent post that really made my day! Yet I have to point out that the following explanation -<br /><br />"As each switch throws the red switch lock light illuminates which the points throw and when the throw is complete the green 'Normal' lamp extinguishes and the yellow 'Reverse' lamp is lit. As no routes are set. the red lock light goes out"<br /><br />doesn't seem correct. The red switch lock lights were on, not for indicating "points currently being thrown", but for something called "flank protection".<br /><br />Take switch 53 as an example: The operator attempted to reverse it, and the vital logic in the interlocking determined that it was safe to throw the switch, but also that the crossover 51 must be kept nomal (otherwise trains from track no. 3 and no. 5 might side-swap each other at the crossover), thus the crossover 51 was immediately locked and its lock light was illuminated.<br /><br />Should the crossover 51 be at reverse at that time, the interlocking would either try to set it to normal in the first place, or just reject the request, depending on the internal logic of the interlocking.xhttps://www.blogger.com/profile/12512841132562618996noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-18405997193682799982024-03-16T00:30:02.059-07:002024-03-16T00:30:02.059-07:00This comment has been removed by the author.xhttps://www.blogger.com/profile/12512841132562618996noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-87652218778034175562024-02-28T19:48:29.647-08:002024-02-28T19:48:29.647-08:00As for the Changping Line collision, emergency bra...As for the Changping Line collision, emergency brake was activated on the following train (#032) when it was 519 meters away from the stalled train (#024) and at a spped of 92.952 km/h. The impact speed was 48.6 km/h. (https://yjglj.beijing.gov.cn/attach/0/%E5%8C%97%E4%BA%AC%E5%9C%B0%E9%93%81%E6%98%8C%E5%B9%B3%E7%BA%BF%E2%80%9C12%C2%B714%E2%80%9D%E5%88%97%E8%BD%A6%E8%BF%BD%E5%B0%BE%E4%BA%8B%E6%95%85%E8%B0%83%E6%9F%A5%E6%8A%A5%E5%91%8A.pdf#page=13 ) Slippery does reduce the brake effort to the extent that wouldn't usually be expected.<br />xhttps://www.blogger.com/profile/12512841132562618996noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-42470212434836307612024-02-28T08:01:18.726-08:002024-02-28T08:01:18.726-08:00I wasn't sure how else to refer to an issue th...I wasn't sure how else to refer to an issue that prevents a train from braking within the intended distance. <br /><br />Like I said I am aware of situations where trains go slip sliding into a thing, but the impact speed seemed higher than I'd expect and if the cab signal first dropped at 2500 feet out, the track car either wasn't detected or the signal system was designed to treat the block before the home signal like it didn't matter. The later would be a serious oversight that somehow went undetected for 40 ish years. Mike Bhttps://www.blogger.com/profile/03715375680543694389noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-49620446358510317922024-02-28T02:30:40.903-08:002024-02-28T02:30:40.903-08:00It's not about trains "having braking iss...It's not about trains "having braking issues", but trains with properly functioning brakes YET under a very low wheel-rail adhesion. Albeit at a extremely rare occurence, such incidents do happen. A recent example is the collision on the Changping Line of Beijing subway (https://en.wikipedia.org/wiki/2023_Beijing_Subway_collision ). xhttps://www.blogger.com/profile/12512841132562618996noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-27757483262572590702024-02-04T05:13:31.627-08:002024-02-04T05:13:31.627-08:00Thank you so much for the information. I live not ...Thank you so much for the information. I live not to far from the tower and for years had not know it's name say from a Youtuber who was a retired train engineer. I remember the tower operation and have been by seeing the crews park their cars on the side of the road to do their jobs. I wondered what was going up their. Now I know. It's a shame how this piece of RR history has fallen into this much disrepair. Thanks again. Cheers. Thomas Johnsonhttps://www.blogger.com/profile/06999751871032450136noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-12466743213457515152023-12-17T09:14:55.824-08:002023-12-17T09:14:55.824-08:00I'll pretty much echo what Qw said above with ...I'll pretty much echo what Qw said above with some added info.<br /><br />On Amtrak's NEC the old PRR/NH electrification relied on "steady spans" between opposing poles to hold up the wires. If a train suffered a pantograph failure it would not only mess up the wires over the track it was on but might also snag the steady span and bring down the catenary on all tracks. On the new (2000) electrification between New Haven and Boston anywhere there was only two tracks poles on either side held the wire for just one track. Where there was more than two tracks overhead beams held the wires up. Each track had it's own catenary arm holding up the wire on that track. You will see this on the several three and four track sections. With each wire separate from the rest the chances of a pantograph failure bringing down the whole mess is a LOT less. NOTE - I used to work for Amtrak on the NEC as both a tower operator (Baltimore division) and as a train dispatcher (S office/CTEC Philadelphia) so I'm familiar with the ex PRR catenary system.<br /><br />Regarding Caltrains they are using the same system that Amtrak used between New Haven and Boston. Where there are only two tracks poles on either side hold up only the wire for the adjacent track. Where you see cross track beams is where there are more than three tracks or in terminal areas like the 4th street station. <br /><br />I should also note that Caltrains is using a constant tension weighted catenary system like the New Haven to Boston section on the NEC. Several years ago Amtrak upgraded a 10 mile section of old PRR variable tension catenary to weighted constant tension catenary. This was done in the Princeton Junction area. There you'll see cross track beams that replaced the steady spans. This allowed the track speed to be increased form 135 to 150. The old PRR variable tension catenary, which sags/loose in the summer and is tight to the breaking point in the winter, limits the track speed to 135 for the Acela. This was a test to see what it would take and cost (Hint: $$$$$$$$$$) to redo all the old PRR catenary on the NEC. I suspect rewiring of the old PRR will be done only on straight sections where 150 is possible.Erich Houchenshttps://www.blogger.com/profile/15012883083013914018noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-50587964502135720582023-12-13T13:54:52.510-08:002023-12-13T13:54:52.510-08:00tbf using solid overhead beams (portals) leads to ...tbf using solid overhead beams (portals) leads to a far more reliable electrification system than the cable spans (i know them as 'headspans'). Here in the UK we are constantly reminded of this when heavy winds bring down wires on the ECML leading to multi-day disastrous disruption to service. Even without severe winds, headspans are simply a worse design because if one overhead line breaks or looses tension for whatever other reason, it brings down all the others on the same structure because everything is mechanically connected; the system is only in balance with all wires in tension. Qwhttps://www.blogger.com/profile/08046427526559517236noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-88233548078459378712023-11-14T19:28:26.473-08:002023-11-14T19:28:26.473-08:00Thanks, although technically LEAD is a bridge cabi...Thanks, although technically LEAD is a bridge cabin and not a stand-alone "traditional" tower making the Valley closure sadder.<br /><br />Jersey Mikehttps://www.blogger.com/profile/10170958563337725933noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-66411422239155244432023-11-09T12:45:13.049-08:002023-11-09T12:45:13.049-08:00Hey i just wanted to let you know that DIVIDE has ...Hey i just wanted to let you know that DIVIDE has been controlled from JCC since around mid 2021 leaving only LEAD as a manned towerdcen10https://www.blogger.com/profile/12138669564516654332noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-80798629908836417092023-06-23T06:09:18.675-07:002023-06-23T06:09:18.675-07:00More R&N videos for you. Someone put a gopro o...More R&N videos for you. Someone put a gopro on the front of the RBMN Bike Train. https://www.youtube.com/watch?v=_BE2xTi-d6Y<br />alcochaserhttps://www.blogger.com/profile/09369446795797628137noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-4835346429685884062023-06-09T07:44:56.239-07:002023-06-09T07:44:56.239-07:00I don't believe that they're currently enc...I don't believe that they're currently encrypted, however PTC carries far more, and far more safety critical information than ATCS itself ever did. In other words, the railroads would not be happy about reverse engineering the PTC protocol just so us yahoos can monitor where trains are since it would expose so much more. They would likely switch encryption on if there was large-scale adoption of a monitoring system. As I recall, the railroads weren't entirely happy with ATCSMon early on, but they realized that it doesn't really reveal much and grudgingly tolerated it.MattCWhttps://www.blogger.com/profile/03673997948827626155noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-55616146353257049022023-06-08T17:44:01.732-07:002023-06-08T17:44:01.732-07:00Piracy and a lot of other "hacking" type...Piracy and a lot of other "hacking" type activities are illegal, but one really has to go out of their way to get in trouble for it. Ultimately PTC and the ATCS replacements have a lot of practical considerations that make obtaining the necessary data (or access credentials) to read the traffic possible with a little effort. Jersey Mikehttps://www.blogger.com/profile/10170958563337725933noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-86300814558348091032023-06-08T06:01:36.851-07:002023-06-08T06:01:36.851-07:00As I understand it from many within the ATCS monit...As I understand it from many within the ATCS monitoring community, the protocols that PTC transmissions use are considered to be encrypted, and therefore (under FCC regulations) can't be intercepted and monitored without explicit legal authority such as a court-issued search warrant. It's not simply a reverse-engineering challenge - it's also a legal one.J Moldoverhttps://www.blogger.com/profile/14478098653226233146noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-73429147516120659322023-06-07T18:36:03.972-07:002023-06-07T18:36:03.972-07:00Virtual-headed signals are alive and well, after a...Virtual-headed signals are alive and well, after all, I guess. I don't think flashing green is coming to America anytime soon, though, as the federal MUTCD bans it outright. On the other hand, some states do use locally-modifed MUTCDs, so it's unlikely, but not impossibleT. Ebnerhttps://www.blogger.com/profile/18200501609210983759noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-15363377579338783852023-06-06T10:07:40.621-07:002023-06-06T10:07:40.621-07:00The RBMN installed a recycled pair of Wigwag signa...The RBMN installed a recycled pair of Wigwag signals at Pittston to protect a new crossing on the Scranton Branch wye, they look like Western Railroad Supply Company Model 5 Autoflags.<br /> https://www.youtube.com/watch?v=1ZoRGVSZnjk alcochaserhttps://www.blogger.com/profile/09369446795797628137noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-88759201900485739492023-05-11T10:28:57.226-07:002023-05-11T10:28:57.226-07:00I like the little colored marks on the back of the...I like the little colored marks on the back of the modules, which I assume are the lens colors.<br /><br />I've seen references to Progress Rail signals, but have never seen one in the wildT. Ebnerhttps://www.blogger.com/profile/18200501609210983759noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-16300633977502220032023-03-26T11:23:20.290-07:002023-03-26T11:23:20.290-07:00Currently there is a short gap in Port Clinton as ...Currently there is a short gap in Port Clinton as well, soon to be closed. It stretches from the south signal bridge, to just north of the Steam Shop. For now the two power switches there operate as "Yard Switch machines". As well as the gap between Hometown and Nesquehoning. The later gap is first to be filled, and a new controlled siding may be added here. Its a long gap between Tamaqua and Crestwood with no where to pass. Freight schedules have to be adjusted when the RBMN runs a lot of tourist trains. (R&N can't access the NS #2 main in the gorge now). One thing the video misses is the interlocking on the inside of the wye where the two lines come together towards Jim Thorpe. alcochaserhttps://www.blogger.com/profile/09369446795797628137noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-23805069727850131502023-03-02T21:10:16.812-08:002023-03-02T21:10:16.812-08:00in other news, if you have time, someone posted a ...in other news, if you have time, someone posted a bunch of R&N clips taken from a speeder trip. It is basically an tour of the entire R&N signaling system. The clips are long, but it allows you to see many of the remote and completely inaccessible signal locations on the R&N. Just click on the various videos on this channel and sit and enjoy the ride. https://www.youtube.com/@16grrralcochaserhttps://www.blogger.com/profile/09369446795797628137noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-26982173916777729522023-03-02T21:06:12.751-08:002023-03-02T21:06:12.751-08:00The only M2 machines I know of ride the bridge and...The only M2 machines I know of ride the bridge and operate the rail locks at CP-509 on NS. While CR and NS replaced all the switch machines with GRS machines in the area, they didn't feel like redoing the bridge so the M2 machines remain. You can see them here on the old 97 CR interlocking diagrams http://www.multimodalways.org/docs/railroads/companies/CR/CR%20Interlocking%20Charts/CR%20Dearborn%20Interlocking%20Charts%201997.pdf<br />alcochaserhttps://www.blogger.com/profile/09369446795797628137noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-53385709199281016262023-02-12T20:46:25.530-08:002023-02-12T20:46:25.530-08:00Thank you so much for the update!Thank you so much for the update!Jersey Mikehttps://www.blogger.com/profile/10170958563337725933noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-83697182952036399832023-02-10T20:47:40.619-08:002023-02-10T20:47:40.619-08:00I don't know if anyone will see this since thi...I don't know if anyone will see this since this post is so old, but I have some updated information about the operation of the CoG crossing. For one, with the 2015 re-signaling of the Abbeville which included PTC, the Athens Line (the shortline that now operated the CoG) now has signals on each side of its line. They're two-lamp Darth Vaders, displaying Red or Green, the derails are no longer used. Additionally, the CSX signals appear to be an automatic interlocking. Based on observations as well as some CSX sources, the signal of course defaults as Red. If the dispatcher has lined a route NB through NE Fowler (previous signal/control point), NE Fowler remains at approach. When the NB train is close enough, this interlocking automatically upgrades to Clear (or otherwise as appropriate), and NE Fowler also subsequently updates. Something similar should happen for SB moves, however the SB signal is much harder to observe, and the distant signal is not also a control point.MattCWhttps://www.blogger.com/profile/03673997948827626155noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-21793640570536922052022-12-24T15:58:30.211-08:002022-12-24T15:58:30.211-08:00It's because I'm a month behind. The publi...It's because I'm a month behind. The publish dates are the dates I *should* have published the article on.Jersey Mikehttps://www.blogger.com/profile/10170958563337725933noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-26556808957405056602022-12-16T13:38:18.643-08:002022-12-16T13:38:18.643-08:00Hello Mike, I notice that when make a new post, th...Hello Mike, I notice that when make a new post, the date of the post shows as a month or so earlier. This post shows you posted it on 11/20/2022. But the comments always seem to be the correct date. Just an observation. Thank you, DaveDavid Sharphttps://www.blogger.com/profile/10419098502795314177noreply@blogger.comtag:blogger.com,1999:blog-4579330861580053658.post-63068473522933777202022-12-14T20:10:30.737-08:002022-12-14T20:10:30.737-08:00This is amazing, thank you! Do you know where the ...This is amazing, thank you! Do you know where the Hoboken H&M Tube / PATH interlocking is operated from?Joehttps://www.blogger.com/profile/14110517414108060771noreply@blogger.com