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Fig. l-The Oba subdivision, equipped with eTC, is about halfway between Montreal and Winnipeg

Canadian National Adapts C. T. C. to Traffic of 12 Trains Daily

there are numerous curves ranging up to 6 deg. The ruling grade east­ Important objective of train operation by signal bound varies from .2 to .4 per cent indication is accomplished by simplified system for about 9.5 mi. between Elsas and MP 22.5, east of Oatland. Between based on sidi,ng-to-siding block and with power Agate and Hornepayne, 10 mi., switch at one end of sidings and spring switch the grades and curvature are light. Maximum permissible speeds are 60 at the other, thus redudng costs in proportion m.p.h. for passenger trains and 50 to volume of traffic on a 148-mile subdivision m.p.h. for freight trains. Speed re­ ductions to 40 m.p.h. are in effect at six locations, to 45 m.p.h. at one, and ON A SINGLE-TRACK, 148-mi. high percentage of train stops when to 50 m.p.h. at six locations. subdivision, that has 10 to 12 sched­ entering and leaving sidings. This Oba subdivision lies in typi­ uled trains daily, the Canadian Na­ This new signaling is between cal north woods country, mostly tional installed a centralized traffic Foleyet, Ont., and Hornepayne, Ont., wooded with spruce, pine, poplar control system, in which the costs of 148 mi. of single track, known as the and cedars, crossed by many rivers, the project were reduced in propor­ Oba subdivision which is part of the heavily dotted with muskeg, and tion to the traffic. This installation Canadian National transcontinental thousands of lakes some of which has a power switch at one end of route from Halifax on the Atlantic to are several square miles in area, and each siding and a spring switch at Vancouver on the Pacific. Lines from can be termed a fisherman's para­ the other. Overall blocks extend Montreal and Toronto join at Ca­ dise. There is no farming or industry from siding to siding, with no provi­ preol, as shown on the map. From in this territory except for a limited sion for following moves in such a Capreol, the line extends west, and amount of lumbering and pulp block. This saved on intermediate sig­ slightly north, through the territory wood cutting. No highways run nals. Thus, for a cost not too much north of Lake Superior, Oba being through this area; therefore, except more than for complete conventional about 200 mi. directly north of the at Hornepayne, there are no high­ automatic block, the Canadian Na­ Sault. In general, the railroad is lo­ way crossings for practically 148 mi. tional attained the important objec­ cated on the divide of land between Oba is a village of about 50 inhabi­ tive of train operation by signal in­ the Great Lakes and Hudson Bay. tants and has the only grocery stores dication, as well as aVOiding a very Between Foleyet and Agate, 38 mi., and hotels in the entire distance be-

APRIL, 19S3 RAILWAY SIGNALING and COMMUNICATIONS 249 £ve night operators, or roughly from every other of. the 17 sidings in the peak period of the day. Each open office held a 20-minute time block behind each passenger train. During Winter, trains were operated on ab­ solute block which required 13 ex­ tra operators. The situation was be­ yond the capabilities of the train Or­ der system to get trains over the subdivision in reasonable time. Freight trains commonly took nine, ten or even more hours be­ tween Hornepayne and Foleyet, an effective speed of about 15 m.p.h. Some freight trains were unable to depart from Foleyet or Hornepayne in the late forenoon and early after­ noon, when passenger train time was near. Delays were so serious that they affected the overall east­ west performance of the railway.

Decide to Install C.T.C. The Canadian National for sev­ eral years has had complete C.T.C. in service on two subdivisions with heavier traffic, one from a point This is the typital signaling at a power switth near Montreal to Levis (Quebec), and a second from Moncton, N.B., tween Foleyet and Hornepayne, ex­ dise freight trains, on run between to Halifax, N.S. Based on the excel­ cept for a Hudson's Bay Company Montreal or Toronto and Winnipeg, lent results on these territories, a log­ store at Peterbell. are scheduled to meet on this sub­ ical thought was to install C.T.C. on The Algoma Central crosses the division. Thus, the number of trains the Oba subdivision. However, in Canadian National at Oba, 109 mi. varies from an early morning low this instance, with a total traffic of west of Foleyet. Two sidings of 89 to a mid-afternoon peak, which for a as low as 10 trains daily, a decision and 92-car capacity, one siding for few hours is at the rate of practically was made to install, at £rst, some­ passenger train meets, and a small 60 trains a day, although the actual thing less than full CTC, in order interchange yard are located at Oba. total for the 24 hr. may range from to reduce the cost somewhat in ac­ Trains stop for fuel and water, and a low of 10 trains to about 16, with cordance with the volume of traffic. for inspection, at Fire River, at unusual peaks of 18 to 20. Three Also, the Canadian National faced which point there is an extra long passenger trains are operated each the fact that similar signaling is siding. Single sidings, located at 15 way daily in the summer, July 1 to needed on the remainder of the en­ other places, range in capacity from October 1, and two each way are op­ tire 1,083-mi., Capreol-Winnipeg 77 to 82 cars. At one end of each of erated daily in the remainder of the link between Eastern Canada and these sidings, there is a short set-off year. Six manifest freight trains are Western Canada. Therefore, funds track to hold bad-order cars or camp scheduled daily. Freight traffic, available for signaling had to be cars used by track gangs. such as merchandise and manufac­ spread as thin as was consistent tured products, varies from a low on with securing safety and train oper­ Why the Oba was Signaled First Monday and Tuesday to a high on ation by signal indication. the week-ends. During the winter, Previously, there was no signaling after navigation closes on the lakes, Switch and Signal Arrangement on any of the entire 1,083 mi. be· about four trains of loaded grain cars tween Capreol and Winnipeg. The are handled eastward daily from The typical arrangement of sig­ Oba subdivision was chosen to be about Dec. 1 to April 1. nals and switches, in this modi£ed signaled £rst because the three east­ Because of the isolated locations CTC, is shown in Fig. 2. A power bound passenger trains are sched­ of offices, it was difficult to secure switch is located at one end of each uled to meet the three westbound enough good operators. The dis­ siding, and a spring switch at the passenger trains on this 148 mi. ev­ patcher had to work with informa­ other. At each power switch there is ery afternoon. Also, the fast merchan- tion from eight day operators and a standard arrangement of signals to

MINNIPUKA DISHNISH 915 ~1.45 Mi. -;'~-+IEE------.3.9 Mi. ------»~t<1(~-1.6Mi. -'>j Eocs+- ~ West ~ 909 895 ~9 825~ V '1-"" ~ I I I I I~ ~ ~ 922 910 8~ ~34 Fig. 2-Plan of signaling for slding-to-siding blotk

250 RAILWAY SIGNALING ond COMMUNICATIONS APRIL. 1953 The eTe control machine is in the dispatcher's office at Hornepayne direct trains to: (1) continue on the Such a move on a spring switch for Proceed, which indicates that the main track; (2) enter the siding; (3) might result in a derailment. Power entire siding-to-siding block is unoc­ leave the siding, or (4) stop. At the switch machines are used at both cupied. There is no signaling to al­ spring-switch end, there is a eTe ends of the sidings at Fire. River Iowa following train to enter a block controlled dwarf signal to direct a where trains take water and at Oba occupied by a train. With this prac­ train, on the siding, to depart. This where they take water and inter­ tice, no flagging· protection is re­ move is made by trailing out change with the A.C. Of the 15 quired, except for unusual circum­ through the spring switch, and, other sidings, the power switch is at stances, this being an important fac­ therefore, no stop is required to per­ the east end of seven and at the tor, especially in severely cold mit trainmen to handle the switch. west end of eight. weather. Also, the siding-to-siding As a general rule, trains enter a block permitted some saving by siding at the power switch end, and Siding-to-Siding Block, eliminating· intermediate automatic depart at the spring switch end. With No Flagging block signals, as such. The signals However, signaling is arranged to such as 856 and 895, between Dish­ direct a h'ain to enter a siding at Referring to Fig. 2, the block is nish and Minnipuka, are approach the spring switch end, if the dis­ from power switch to power switch. signals. For example, signal 856 dis­ patcher decides that train time can For example, from signal 910 at Min­ plays the yellow aspect when signal thus be saved. For example, if an nipuka to signal 840 at Dishnish, or 840 is at Stop, or when 840 is lined eastbound train is to be directed to from signal 101 at Neswabin to sig­ up for an eastbound train to enter enter the spring switch end of Min­ nal 910 at Minnipuka. The signals the siding. nipuka, the dispatcher sends out a which authorize a train to enter a control to cause signal 92.2 to dis­ siding-to-siding block, operate to Saves Train Time play an aspect of yellow over an il­ display either red for Stop or green luminated lunar white marker which The eTe on the entire subdivi­ includes the letter "S." This aspect sion is controlled by one machine in directs the eastbound train to stop the dispatcher's office at Horne­ short of the switch at the west end payne. The illuminated track dia­ of Minnipuka. Then the head brake­ gram on this machine indicates the man reverses the switch by using location and progress of all the the hand-throw stand, so that the h'ains, so that the dispatcher can train then enters the siding. After control the signals to direct trains to the train is in the clear, the train­ make close meets. An important man places the switch normal. benefit is that the eTe has enabled In this arrangement of power and the dispatcher to eliminate the train spring switches, if other factors are congestion which formerly occurred equal, maximum flexibility of train nearly every afternoon on this sub­ operations can be attained by locat­ division. Now he can handle the six ing the power switch at the east end passenger trains on schedule, and of one siding, and at the west end also keep the freight trains moving. of the next, etc. This procedure was Formerly, many of the freight trains followed except where local condi­ ran into overtime (more than 12 hr.) tions dictated otherwise. For exam­ but now, such a thing is unknown, ple, a spring switch was not in­ except in case of cccidents. stalled at a location where a train is With train order operation during ascending a grade when pulling out the first three months of 1951, the of a siding,· because, at such loca­ manifest freight trains averaged 8 tions, it might be necessary for an hours 19 minutes for the subdivision, engineman to back up to take up as compared with 6 hr. 19 min. slack when getting his train started. Lower unit displays lunar "S" (under eTC) in the same months of

AP&IL, 1953 RAILWAY SIGNALING and COMMUNICATIONS 251 the late forenoon as time ap­ proached for the parade of passen­ ger trains. Now these trains depart as soon as they are ready. No rec­ ords are available of this pha>e of the time saved by the CTC, but the chief dispatcher states that ability to tell a train to leave Hornepayne or Foleyet, the moment he is ready, is saving many hours that were not shown on the train sheet previously. The final section of this project was placed in service on December 14, 1951. An immediate cash benefit was that the employment of the 13 extra operators to place absolute block in service during winter months was not necessary. In the course of a few months, other o.ffices Aluminum paint minimizes condensation of moisture in switch machnes were closed either part or full time, so that 17 more operators were moved to offices west of the CTC, where they were needed badly. The saving in operating expenses, be­ cause of fewer opera~ors, totals about $60,000 annually. Previously, when all the siding switches were operated by hand­ throw stands, the track crews cleaned the snow from the switches during and after snow storms, as part of their regular duties. Brooms and shovels were on hand, placed at the switches for trainmen to clean a switch if necessary when operat­ ing it. These same practices are be­ ing continued, with respect to the power switches and spring switches in the CTC. In the new concrete re­ lay house at each power switch there is a separate room 7 ft. by 8 ft. with a stove, for use as a phone booth, and as warming room for Spring switch mechanism is part of throw rod track forces. In this area, snow falls as soft flakes, and the air is still, with very little or no wind in cold 1952, a saving of about 2 hr. same afternoon, the actual standing weather. Therefore, ordinarily, snow During the summer of 1952, an wait for the eastbound train, on the does not drift into switch points too extensive reballasting project was siding, was only 35 sec., measured much, after having once been under way on this entire subdivi­ by a watch on the locomotive. The cleaned, following a storm. If a sion, thus requiring numerous slow westbound train passed at normal spring switch does not close to the orders and many work trains. In speed. If train orders had still been normal position after a train trails spite of all this interference, the in use, the westbound train would out through it, from the track occu­ manifest freight trains saved an av­ have taken siding at Minnipuka, 10 pancy indication, the dispatcher erage of 1 hr. 8 min., and the drag mi. east. Thus, in this instance the knows that the switch is not closed freights saved 1 hr. 44 min. east­ CTC saved about 40 min. for the and can call the trackmen to clean bound, and 1 hr. 18 min. westbound. westbound train, and did not delay the snow or other obstruction from These figures are for all such train., the eastbound. On September 25, the switch. Thus, in brief, the spring in July of 1951, compared with July the same eastbound freight dis­ and power switches, as well as all 1952. With no slow orders or work cussed above, continued east to Fire the other signaling facilities in this trains in 1953, the operating officers River to take siding at the west end CTC project, are operating success­ expect that the time saving accom­ while passenger trains No.1 and No. fully in an area 200 mi. north of plished by the CTC will be about 2 2 made a meet. Then all three trains Lake Superior where winter temper­ hr. for manifest trains, and 3 hI'. or were soon on the move again. atures range from 25 to 40 below for more for other freight trains. The Previously, with train orders, two weeks, and the record low in the time savings are accomplished pri­ days were ordinarily required to run past few years is 72.6 below zero. marily by making closer meets by the snow plow in either direction means of the CTC. For example, on between Hornepayne and Foleyet. Special Features of Control Machine September 25, passenger trains No. With CTC this plow run is be­ 2 and No. 3 made a non-stop meet ing made in one day. Previously, The control machine for the CTC at Minnipuka. In a meet between freight trains were not called to de­ on the entire subdivision is in the two freight trains at Neswabin that part from Foleyet or Hornepayne in dispatcher's office at Hornep3yne.

252 RAILWAY SIGNALING and COMMUNICATIONS APRIL, 1953 Plug-in relays save time Instrument case at an, approach signal The track diagram has lines }~ in. offset in the line. When a train en­ to-station block, the traffic direction wide to represent the main track ters the as section, the pen moves must be set up by the traffic lever and sidings. The as track circuit at to a position Js in. to the right of its so that the train will not encounter each power switch is represented by normal position to make an offset in a stop aspect at the approach signal. a red track indication lamp, and the line. Associated with the controls Also, there are other circumstances each siding-to-siding section by a for each power switch layout there in which the traffic direction in a white lamp. These lamps are con­ are two levers, one of which controls station-to-station block must be es­ trolled by the track relays. Also, a the power switch machine and the tablished independent of the clear­ white track lamp repeats occupancy other to control the three signals ing of a signal for that block. of each section of main track paral­ governing train movements over Loud-sounding electric horns are lel to each siding when a train is that switch. As' applying for the located at both ends of all sidings. approaching the power switch end. spring switch end of each siding, By throwing the proper MC toggle No extra track circuit is required for there is a single lever, which, when switch and pushing the codestarting this, the result being accomplished positioned one way, controls the button, the dispatcher can send out by an extra relay "floated" across the leave-siding dwarf signal, and when controls to cause these horns to blow track battery at this end of the track positioned the other way, controls for two sec. and thus call signal circuit. The amber lamp on each the "take-siding" aspect of the signal maintainers, or track foremen, to the section representing a siding is man· in approach to the spring switch end phone. Also, if a train is stopped on ually controlled by the small toggle of that siding. Applying to the the main track or siding at such a lo­ .switch on the panel below the re­ straight track between any two sid­ cation, enginemen or conductors are spective siding. When a train goes ings, there is a traffic direction lever called to the phone by these horns. on a siding, the dispatcher throws in the same horizontal row as the If the CTC code line fails, this is the toggle switch to light the lamp switch levers. detected in the maintainer's quar­ as a reminder to him of the direc­ These traffic direction levers are ters on the far side of the break tion in which the occupying train is the push-turn type. They normally from the control machinG. headed. stand on center, and are ordinarily An automatic train graph, coun­ not used because b-affic direction is Track Circuits Feed East or West tersunk in the desk portion of the established as a preliminary part of control machine, has 30 pens to re­ controls sent out to clear a siding-to­ The track circuits in each siding­ port the passing of trains at 30 as siding signal. If traffic direction is to to-siding block are the neutral, nor­ locations. Each pen normally makes be established without clearing such mally-energized type with a relay a straight line. When one of the sig­ a signal, then the push-turn traffic and a battery at both ends, so that nals governing over the as section direction lever is used. For example, they can be fed from either end. For is cleared, the corresponding pen if the local freight is to be directed example, to establish westward traf­ moves to the left J~ in. to make an to leave a sawmill spur in a station- fic direction in the siding-to-siding

APRIL. 1953 RAILWAY SIGNALING and COMMUNICATIONS 253 block between Dishnish and Minni­ ohms. The pickup is at 0.16 volts, puka, the dispatcher throws signal 0.32 amp., and the working value3 lever 839 and presses the code-send­ are the same as the pickup. The ing button. A part of the preliminary drop-away values are 0.128 volts, action is that a control goes to the 0.256 amp. These relays have good east end of Minnipuka which causes shunting characteristic, and operate track battery to feed eastward, in satisfactorily without wet track fail­ cascade, through all the nine track ures on circuits up to 5,200 ft. long circuits to the west end of Dishnish. on this CTC territory. The biased Thus the track circuits feed in the neutral feature provides protection direction opposite to the next train against broken down insulation in movement. This track circuit con­ insulated rail joints. The biased neu­ trol, in combination with codes sent tral relay has another feature: they to Dishnish, cause westward signal are biased in one direction for the 839 to clear. Thus in this system, no current of traffic in that direction, local signal line control circuits are and in the opposing direction they required for the two-position siding­ are biased in the opposite direction. to-siding signals. The correct polarity of the battery When a westbound train accepts has to correspond in the direction and passes signal 839, the track cir­ which the traffic is set up for. There­ cuits behind it remain de-energized fore, foreign current could not set until the rear of the train passes be­ up an unsafe condition. yond signal 909 at Minnipuka then At each outlying hand-throw the track circuits are again automa­ switch leading to a spur, there are tically energized in cascade, west-to­ additional insulated rail joints in the east, all the way back to the west main track. The circuits through the Engine-driven gen-erator end of Dishnish, which would cause switch circuit controlled are con­ time from battery, lamps rated at a corresponding "all unoccupied" in­ nected to open the track circuit and only 5 watts are used in these dication to go to the control ma­ shunt it, when the switch is open. signals. chine. If an eastbound train is to be Normally, the track circuit is jumped In order to place the leave-siding run between Minnipuka and Dish­ around the insulated joints through dwarf signals up above snow, as nish, the code control sent out cuts the switch circuit controller. much as possible, the dwarfs on the off the west-to-east track circuit feed On 10 mi. of this subdivision there field side of sidings are on masts that in the station-to-station block, and is a test installation of bonding us­ place the center of the lens about 4 establishes east-to-west track circuit ing short plug-type bonds from ft. above the level of rail, and the feed. angle bar to web of rail at both ends dwarfs between the main track and The relays used on these track cir­ of the bar. On the remainder of the siding are also at a level about 4 ft. cuits are the DN22B direct-current territory, the bonds are the United above top of rail. Lead nuts are biased-neutral type, rated at 0.4 States Steel Company type S5 used on the anchor bolts on these strand bonds, which extend around dwarfs, with the hope (occasionally the length of the bars, and have %­ realized) that the signal-if hit by a in. pins in the web. snow plow-will go over easily, and The approach signals, such as without damage to the base casting westbound signal 895, operate to or mechanism. three positions, to display yellow for The switch machines are the Un­ a westward train if signal 909 is at ion style M-23-B dual control with Stop, or green if signal 909 is green, 20-volt d.c. motor. The gear ratio is or red if track is occupied or traffic 528 to 1, and the operating time is direction is eastward. The search­ about 15 sec. Electric heater units light mechanism in approach signal are located in the switch machine to is line controlled by a two-wire po­ minimize the formation of frost. One larized line circuit. heater, rated at 15 watts, is located in the circuit controller compart­ ment, and another heater, also rated Signals and Switches at 15 watts, is in the motor compart­ ment. These heaters are fed 110 The signals on this project are the volts a.c. and are energized through­ Union H-2 plug-coupled search­ out the winter season. The switch light type with 250-ohm coils for op­ machines are painted aluminum. eration on 8 to 10 volts d.c. The sig­ During changes in temperature be­ nal lamps are continuously lighted low and above freezing, the alumi­ for two reasons: (1) as some in­ num reflects the sun's heat and formation concerning approaching thereby minimizes changes of tem­ trains, for benefit of men on motor perature inside the switch machine. cars, and (2) to give off a little heat The searchlight signal cases are also as an aid in minimizing the forma­ painted aluminum for the same rea­ tion of frost inside the mechanism son. case. These lamps are normally fed At each spring switch there is a from transformers but are switched Pettibone-Mulliken Company oil­ to feed from battery if the a.c. fails. buffer spring mechanism used in Hinged rack swings out As an aid in increasing the stand-by connection with a 31B, Ramapo-

254 RAILWAY SIGNALING and COMMUNICATIONS APRIL, 1953 Ajax hand-throw switch stand, and use an alternator made by 8-ft. ceiling. Each house has a room which is attached by four ;l4 in. Electric Machinery Manufacturing 7 ft. by 8 ft. for relays, coding equip­ bolts through the ties. Company, Minneapolis, Minn., using ment and batteries. A second room 13.5-h.p. diesel engines built by the 7 ft. by 8 ft., including a coal-burn­ Plug-In Relays on Swing Racks R. A. Lister Company, Dursley, ing stove, is used as a telephone England. The alternator is rated at booth and as a warming room for The relays on this project are the 9.4 kva., 115 volts, 32 amp. These track forces, and signal maintainers. plug-in type, which can be changed engine-alternators are in duplicate These houses were made in Horne­ out quickly without changing wiring at each of the three power stations. payne and were set in place by a connections. These relays in the out­ One set or the other is in operation power derrick. . door sheet-metal cases, are on swing all the time at each station. Power Sectionalized concrete signal racks, whicl1 are hinged at one side stepped up to 550 volts feeds in both foundations were made and assem­ to swing out, thus giving access to directions for about 18 miles from bled at Hornepayne. The signal the rear. The wiring connections in each station. Filters are used in al­ masts, with ladders were also as­ the houses and cases are made with ternator circuits to prevent "ripple" sembled at Hornepayne. Sheet-met­ solderless terminals, made by the getting to the line that might affect al instrument cases used at interme­ Aircraft-Marine Products Company. the communication circuits. At diate signals and at cut sections The old pole line used for com­ each siding, a capacitor, rated at 10 were manufactured and wired com­ munications line circuits in this terri­ m.f., is connected to the 550-volt plete in railway shops in Montreal. tory was in bad condition. There­ power line circuit, as a means of im­ Likewise, relay racks for the con­ fore, before installing the new signal­ proving the power factor. crete houses were wired at Montreal ing, this pole line was completely re­ The 550 lIS-volt line transform­ and installed in the houses at Horne­ built, using 20-ft. creosoted pine ers at power switch locations are payne. poles 40 to the mile. The telegraph rated at 250 v.a.; at intermediate These concrete houses, signal and telephone wires are on the up- signals, 50 v.a.; and at track cuts, 25 foundations, masts, and cases were loaded on cars and run in a work train, including a clam-shell and a power derrick. The clam-shell was used to dig holes for the signal foun­ dations. Then the derrick was used to set the houses, signal foundations and relay cases. The remainder of the materials: wire, cable, batteries, relays, etc., were hauled out on mo­ tor cars..' In the autumn of 1950 rail bonds were instafied on about 20 miles of track before snow. During the win­ ter, some work was done in the shop at Montreal and indoors at Horne­ payne. Starting in April, 1951, out­ door construction was begun, and the entire 148-mi. project was com­ pleted on December 14, 1951. Dur­ ing the Hnal six weeks, all the signal­ men available, including inspectors, draftsmen and supervisory forces, worked long hours every day, in­ Rectifiers and battery in concrete house at power switch location cluding Saturdays and Sundays, to complete the installation, in spite of per crossarm and the signaling wires v.a. These are Canadian Gen­ 20 deg. below zero weather, snow on the lower. The two line wires for eral Electric, air-cooled, crossarm and shortages of material. The ob­ the CTC code are No.9 bare hard­ mounted transformers. jective having been realized, placing drawn copper. The two wires for the At each power switch a set of 13 all the CTC in service before severe 5S0-volt a.c. power distribution are cells of 120-a.h. lead storage bat­ weather was a great aid to train op­ No.6 copper with neoprene cover­ tery feeds the switch machine mo­ erations during the winter months. ing. The two-wire line circuits from tor and the line code equipment. This project was planned and in­ each end of the siding out to the ap­ Each track circuit is fed by an 80­ stalled by Canadian National forces proach signal are No. 10 Copperweld a.h. lead storage cell. These batteries under the jurisdiction of H. L. Black, with Neoprene covering. are made by the Hart Battery Com­ system signal engineer, with head­ Commercial a.c. power feeds east pany, St. John's, Que. quarters at Montreal, and under the from Hornepayne for 20 mi. and direction of E. P. Stephenson, signal west from Foleyet 19 miles to Mis­ Constructed by Railroad Forces engineer, Central Region, at Toron­ songa. No commercial sources of a.c. to. N. W. Mountain, superintendent power are available in the 109 mi. This centralized traffic control proj­ of signals of the Northern Ontario between Penhurst and Missonga; ect was planned and constructed by District, had charge of Held con­ therefore, diesel engine generator Canadian National signal forces. struction forces. The major items of sets were installed at Fire River, Field headquarters were at Horne­ signaling equipment were furnished Oba and Elsas. These sets were fur­ payne. At each power switch loca­ by the Union Switch & Signal-Divi­ nished by the Russell Hipwell En­ tion, there is a monolithic reinforced sion of the Westinghouse Air Brake gines Limited of Owen Sound, Ont., concrete house 9 ft. by 16 ft., with an Company.

APRIL. 1953 RAILWAY SIGNALING and COMMUNICATIONS 255