BLE-T St. Louis Hub

Interlockings

Did You Know that there are two types of interlockings mentioned in the GCOR. Did you know that there is a third type listed in the timetable and SSI? Encountering interlockings is a part of nearly every pool and local on the St. Louis Service Unit. 

Interlocking Types

Interlockings are listed in the station column of each subdivision page. The symbols associated with interlockings, as well as other symbols used in the timetable, can be found on the inside front cover of a timetable or the last section of the SSI.

(M) - Manual: manual interlockings are controlled manually by either a control operator or a dispatcher. 

(A) - Automatic: automatic interlockings are controlled automatically by the approach of trains.

(Z) - Manual Interlocking With A Release Box: think of a Z interlocking as a hybrid. They typically involve a portion that is automatically controlled where two railroads cross, combined with switches controlled by the dispatcher.

Stop Signals at Interlockings 9.12

Properly understanding what to do with a stop indication at an interlocking is critical.

Manual: If no conflicting move is present, contact the control operator. The only way through is by the control operator giving you a signal or by verbally authorizing to pass the stop signal.

Automatic: Be governed by the instructions inside the release box. If there is a conflicting movement, you must wait until the movement has passed or stopped. Both crews must agree upon the next movement. Do not operate the release box before talking to the other train.

Z: Permission must be received to open and operate the release box. If after following the instructions in the release box, and a stop signal is still present, you must also receive verbal authority to pass the stop signal by the dispatcher. Remember that both is required.

In signaled territory, an interlocking signal is also a block signal. For each type, if operating in signaled territory, you must remain at restricted until the trains leading wheels pass the next signal. If in non-signaled territory, until the leading wheels pass the opposing signal of the interlocking.

Approaching an Automatic Interlocking 9.9.1

A train must proceed prepared to stop at the interlocking signal when:

Moving below 25 MPH and passing a signal that governs the approach to an automatic interlocking.

or

Speed is reduced to below 25 MPH after passing a signal that governs the approach to an automatic interlocking.

The train must continue to move prepared to stop at the interlocking signal until the train reaches a point approximately 1,000 feet from that signal. If the interlocking signal then indicates proceed, the train may resume speed.

Did You Know that this rule also applies at each Z interlocking in the St. Louis Area timetable?

Did You Know that there are a few exceptions to this in the timetable?                                                                                                 

Villa Grove Sub: Thornton Jct. (CP-I20) 10 MPH instead of 25 MPH and 800’ instead of 1,000’.

Pence (CP-I050) & St. Anne (60.1) Prepared to stop until occupied if operating against the current of traffic.

Mt. Vernon Sub: CSX Crossing (254.1) 300’ instead of 1,000'                                               

Pana Sub: Tuscola (CP-I153) Northward applies passing or after passing the signal at 157.6;                                          Southward applies passing or after passing the signal at148.9.

It is critical to keep this in mind when stopped or slowing down for a train meet at Tuscola on the Pana Sub and Rockview on the Chester Sub. When you get signal to proceed, you must be prepared to stop until within 1,000 feet of the interlocking. It is important to remember this at any automatic interlocking or Z interlocking. 

Changing Directions

Manual Interlockings

If movement stops while the trailing end is between the outer opposing absolute signals of a manual interlocking, the movement must not change direction without permission from the control operator.

Automatic Interlockings

At an automatic interlocking, the train movement may change direction within the limits of the interlocking if it continuously occupies at least one car length of the limits.

Interlockings Within Track and Time

Remember that verbal authority is required to pass a stop signal at either end of track and time limits. If the the stop signal is within the limits, after stopping, verbal authority is not required. This does not apply at interlockings. You must still comply with the rules regarding stop signals at interlockings within your track and time limits.

Understanding the rules regarding interlockings is critical to working safely and getting through our work day incident free. If you have any questions about interlockings or any other rule, feel free to contact me anytime. (314) 609-2164 / dennyd76@yahoo.com

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KEY ELEMENTS OF A FORM B

Throughout the year and more often during summer months, track work is a typical part of our work day. When operating within the limits of a Form B, there are a few key elements that will keep everyone safe and the railroad operating efficiently.

 Avoiding Delay

Avoiding delay and maximizing work time is equally important. This depends upon a few factors; train speed, signal indication, and radio reception. For example, it waste valuable work time calling too far away if you are operating at a slow speed, or if signals indicate that you possibly will be stopping short of the limits. As a last resort, if the foreman cannot be contacted, contact the dispatcher.

Contacting

When contacting the foreman listed on the Form B for permission through the limits, notify of the following.

• Train location.
• Direction and track that you are on or will be operating on.
• Excessive dimensional loads in the train. The rule is specific about excessive dimensional loads, but it would be wise to notify of dimensional loads as well. There is a difference, see Item 5-A in the SSI. Excessive dimensional loads will be indicated on the first page of your train list, dimensional loads will be indicated in the body of the list with the specific car.

Receiving Clearance

Make sure that the you obtain track, direction, permission to pass the red flag, and a speed through the limits. Also, do not act upon the instructions until verified that the repeat was correct.

Changing Route

A change of route must not take place without the foreman’s permission. Keep in mind the locations of crossovers and turnouts. Also, do not change directions without permission.

Display of Flags

Remember that foreman has an hour window before or after the time listed on the Form B to display the flags. If flags are displayed, contact the foreman and receive permission through the limits as usual. If the flags are displayed and the foreman cannot be contacted, treat it as an unannounced Yellow-Red flag. Comply with 5.4.3. Be prepared to stop short of red flag. This only applies outside of the time limits. 

Stopping Within the Limits

If the Form B goes into affect and you have stopped within the limits prior to the effective time, do not move until getting permission. A practice that I often use when stopped to remind myself is to place my bulletins in front of my computer screen or gauges. Do not lose your situational awareness at crew change locations either. Always look at your bulletins prior to initiating movement. Your train may be sitting within the limits when you board the train. Also, remind the relieving crew when swapping out if your train is within or just prior to Form B limits.  I also leave a note on my control stand to remind the outbound engineer. 

Form B Within PTC Territory 

Upon logging in to the system, verify that Form B’s listed on your bulletins are displayed. If not, the dispatcher must be notified.

The PTC computer will alert you 3 miles from an active Form B. The limits will be indicated on the display by a blue hash box, with a red track line and red hash box protecting the limits. Once permission is granted through the limits, the engineer will confirm this with the system using the soft key. At this time the red track line and red hash box overlay will disappear. If movement stops prior to clearing the limits, the protection will reappear and permission must be granted again and confirmed prior to moving.

It is imperative that the engineer does not press the confirm key before being granted permission through the limits by the employee in charge.

If you have any questions regarding Form B’s or any other rule, feel free to contact me or a local manager.  Dennis Dunn (314) 609-2164  dobiedog28@gmail.com

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