362 Chicago, Indianapolis

Removal of 203 signals and re­ location of 12 others on 365 miles of line provides for increased train stopping distance and adapts the system to modern oper­ ating requirements of the trains

THE Chicago, Indianapolis & Louis­ upper-quadrant signals, was installed 25 to 30 m.p.h. as compared with ville has recently completed an exten­ on the 29.5 miles of single-track be­ present day speeds. Train stopping sive program of respacing automatic tween Lafayette, Ind., and Monon in distances were comparatively short. block signals on 365 miles of single­ 1912. The signaling on the remainder On account of the number of trains, track line, involving changes in the of the 335.5 miles included three­ passing tracks were provided on a location of 12 signals and the removal position upper-quadrant semaphores; rough average of about every five to of 197 one-arm ground signals, six using the absolute permissive block, six miles, and each passing track was pipe bracket poles with two signals was installed in various sections dur­ long enough to hold one of the short each and a second arm from three ing 1911, 1912, 1917 and 1929. The freight trains of that date. When in­ ground signals. signaling equipment was furnished by stalling the signals, double-location The primary purpose of rearrang­ the General Railway Signal Company. head-block signals were provided at ing the signaling was to lengthen the The control system of circuits is based each end of these numerous passing blocks in accordance with the longer on one line wire in connection with tracks. On account of the short trains braking distance now required. Train common for the control of signals for and comparatively low speeds, the operation has changed since the sig­ each direction. Direct-current signal train stopping distances were short naling was installed and, furthermore, mechanisms, d-c. polar-line relays and and, therefore, in order to provide the many short side tracks not used as d-c. neutral track circuits were used maximum train ca.pacity, many of the passing tracks by through trains were throughout. blocks were approximately 2,500 to removed or else one switch was taken At the time this signaling was in­ 3,000 ft. in length. As the years went out. Therefore, the signaling could be stalled, the Monon operated a large by, the nature and the volume of the revised accordingly, which accounts number of freight trains daily. On traffic changed, and newer locomotives for the fact that a comparatively large account of the sizes of the locomotives, were purchased with capacities to haul number of signals could be removed. the trains were short and were oper­ longer trains at higher speeds. Cer­ Automatic block, using two-position ated at comparatively lower speeds of tain passing tracks at spacings of 10 363

&Louisville Modernizes Automatic Signaling

to 15 miles or more were lengthened use by through trains, no head-block diana. From Hammond, the C. 1. &L. to capacities for the longer trains, and automatic signals were required, and has a single-track main line 68.3 miles the remaining short passing tracks by thus extending the length of the to Monon, Ind., from which point one were no longer required. over-all distance between passing main line extends 95.1 miles to In­ tracks with head-block signals, it was dianapolis, Ind., and from Monon a Blocks Lengthened possible to relocate the intermediate second main line extends 230.5 miles signals logically on the basis of block through LaFayette, Ind., to New On account of the increased train lengths, which are proper for train Albany, Ind., where connections are speeds and .corre~ponding !ncrease in stopping distance, head-on protection made for C. 1. & L. trains to operate train stoppmg dIstances, It was ob­ and the spacing of following trains. over 6.6 miles of the tracks of the vious that the block lengths would Making allowances for varying fac­ Kentucky & Indiana Terminal be­ have to be increased..On account of tors, 4,000 ft. was adopted as the basis tween New Albany and Louisville, the comparatively short distance be­ for minimum block lengths, with in­ Ky. tween passing tracks, in certain in­ creases or decreases, depending on stances the relocation of signals to grades, curves and territories where Train Movements provide twice train stopping distances speed is restricted by rules due to between staggered intermediates local circumstances in towns. Where Between Hammond and Monon, would have resulted in blocks of vari­ local conditions are such that the the daily traffic includes eight passen­ ous lengths, some too short and others blocks must be shorter than 4,000 ft., ger trains, six scheduled through too long, and, furthermore, other com­ as for example in passing track lay­ freight trains, and extra freight trains plications were involved. The solution outs, two signals are controlled to are operated as required. In addition, a local freight train is operated north­ ward on Monday, Wednesday and Friday, and southward Tuesday, Thursday and Saturday. Between Monon'and Indianapolis, the traffic includes four passenger trains and two through freight trains daily, and a third-class local freight train each way daily, except Sunday. Between LaFayette and McDoel, Ind., 103.6 miles, the traffic includes four passen­ ger trains and six through freight Typical head­ trains daily. Also a local freight train block a i g n a 1 daily except Sundays. Between Mc­ location end Doel and New Albany, the traffic in­ of a aiding cludes four passenger trains and six on the Monon through freight trains daily, as well as a local freight which operates in one direction one day and the other direction the next day, excluding Sunday. Signaling Changes

Between Hammond and Monon, 68.3 miles, a total of 21 signals were removed. No passing track changes or removals were made in this ter­ ritory. Between Monon and Indian­ Was to remove many of the old short display the Approach aspect in ap­ apolis, 92 miles, 81 signals were re­ passing tracks which were used no proach to a certain signal when dis­ moved. At each of six passing tracks more, and, at some of these passing playing the Stop aspect. in this territory, one switch was re­ tracks, which were connected to spurs moved to form a stub track where cars for serving industries, one main-line General Layout can be set out. t~rnout was removed, thus leaving a Between Monon and LaFayette, . Single switch, the same as at any out­ Between downtown Chicago and 29.5 miles, where two-position signal­ lying turnCiut leading to an industry. Hammond, Ind., 20.7 miles, the Chi­ ing was previously in service, the !he important point was that by elim­ cago, Indianapolis & Louisville uses signaling was changed to three-posi­ Inating a passing track, as such, for tracks of the Chicago & Western In- tion. A total of 21 signals were re- 364 RAILWAY SIGNALING July, 1941 moved, of which 9 were reinstalled the territory between Sand Pit and distance. For example, the distance at other locations. At three signals, Mitchell. Formerly there was a short between the south switch at Camp.. lower arms for additional Approach passing track at Yockey and a stub bellsburg and the north switch al~ indications were removed. As a part track at Becks. On account of the Smedley is only 2.8 miles. In this in} of the program, electrical signal lamps fact that the passing track at Yockey stance, one set of intermediates as a'i with approach control were installed was short, a bracket mast with one double location is located half way, in this territory. northward semaphore signal 251.6 In such instances, the controls are, Between Lafayette and McDoel, and one southward signal 2S 1.5 had arranged so that, for example, when a 103.6 miles, 59 signals were removed, served adequately during past years northbound train passes Signal 281.8' of which one was reinstalled at an­ because the signals could be seen from at Salem, southbound signals 280,9 other location. The passing tracks at any part of the passing track. Where­ and 279.3, 277.3, 275.5 are set to dis­ Carpentersville and Putmanville were as the over-all station-to-station play the most restrictive aspect, while removed and one switch was removed blocks had previously been Sand Pit­ Signals 27.7 and 273.3, 272.1 are set at South Raubs. Between McDoel Yockey, Yockey-Becks, and Becks­ to display the Approach aspect. When and Orleans, 41 miles, 25 signals were Mitchell, with the passing track at a-northbound train passes the cut sec­ removed, 2 signals being reinstalled. Yockey and the turnout at Becks re­ tion 5,000 ft. south of signal 275.5 • The passing tracks at Guthrie and moved, the station-to-station block is signal 274.7 changes its aspect fro~ Yockey, as well as a spur track at now between Sand Pit and Mitchell. Approach to Stop. Becks, were removed. Between Fogg This permitted the removal of eight In some instances, the passing and Borden, 15 miles, 8 signals were signals, which are indicated as dotted tracks are of such length that the dis­ removed. A stub track at Norris was lines on the diagram. tance between signals at the two ends' removed. The revised automatic blocks, in an of the siding is less than train stop~~ overall station-to-station block vary ping distance. In such cases, the Indicators at Stub Tracks in length, depending on averages and controls are arranged so that if a the desirability of utilizing existing station-leaving head-block signal is At those locations where one switch signals at their present locations. For displaying the Stop aspect, the firsi of a passing track was removed, thus these reasons the lengths of the auto­ as well as the second signal in ap­ leaving a stub track, the time of trains matic blocks between passing tracks proach will display the Approach at such towns is no longer listed in vary from about 1.5 to as much as aspect. This result is accomplished the timetable for the purposes of train 3 miles. by 'setting the pole-changer contacts operation. These stub tracks are for In the vast majority of instances, to operate at 47 deg. rather than less industrial switching by the way the overall station-to-station blocks than 45 deg. freight. In rare instances, the way are long enough that opposing stag­ freight may use one of these stub gered intermediate signals could be Field Work Well Planned tracks to clear the main line for a spaced twice train stopping distance. scheduled train to pass. In such in­ With this arrangement, if two oppos­ At a location where a pair of in< stances, the way freight should not ing trains overlooked train order, and termediate signals were to be removed leave the stub track if another train both simultaneously passed opposing and the layout converted to a track

Sand Pit 251.6 Yockey Mi+chell --.1._ I 255.8 249.4 1--1 253.2 2564 257.4 248.8 --:L-.....j 249.8 250. G JJ 252.8 254.4 255.0 --:L-.....j "--I 35 /S "--I -1- '--t --... -I ~ -1- -l -1- -I "--I -l

-r__ I----t.- t----<-. I------t- I- - '- _ I------t- t---c. t----t...- t-- >---t.- 248.9 249.5 249.9 2505 l---t... t--r.... 257.5 252./ 2533 2537 255./ 255.7 256.3 Track and signal plan of t,he territory between Sand Pit and Mitchell

is approaching on the main line. If station-leaving normal-clear head­ circuit cut section, the mast on the signals are not located within view of block signals, both trains would en­ pole line side was cut off with a gas such a switch, so that a conductor can counter Stop aspects at points which flame cutting torch, thus leaving 2.,

Campbellsburg Smedley Hifchcock S"lem 2822 271.2 273.0 Z73.4 274.8 375.4 277.2 279.2 280.8 "---I ~ ""l.-< ~ ""l.-< '---i '---ir- ~ ~C , z z , ~ ....--.... ~ :J z~ ~ ....--.... ~ ....--.... I---t:.. Z733 " 277.3 279.3 280.9 3883 27/./ 273./ 274.7 275.5 281.9 Track and signal plan of the section between Campbellsburg and Salem

determine whether trains .are ap­ would allow full train stopping dis­ cable post 9 ft. 6 in. high on which proaching, a switch indicator was tance before the trains would encoun­ the pinnacle was placed. The mast, at installed to provide such information. ter each other. this height, was too large for the In very few instances, the distance pinnacle to fit. A short section of the Typical Track Change and between passing tracks is too short to smaller pipe vyas welded inside the Signal Revision space opposing staggered intermediate large pipe, with a portion of the signals twice train stopping distance, smaller pipe extending so that the As an example of the track and and at the same time have blocks pinnacle can be fitted over the top., signal changes, reference is made now from the station-leaving signals to the The cast-iron relay case, as well ~s to the accompanying sketch showing first intermediate full train stopping the concrete battery well was left In July, 1942 RAILWAY SIGNALING 365 load is well balanced, and the mast At each track circuit removed, a set does not swing around beyond control. of two cells of Columbia high-voltage A hand line, attached to the top of 500 a.h. primary cells were available the mast, is used for guiding when and these were transferred as neces­ lowering the signal to the car. sary to utilize the remaining useful The Burro crane is mounted on a life. Reclaimed battery jars and con­ flat car which is included in the way crete battery wells as needed were freight when a signal is to be moved. shipped to the territories to be sig- After the signal work is finished, the naled. . car is set out at the next station, so As reinstalled on the new terri­ that it can be picked up again by the tories, the signaling is practically the next way freight and returned to same as previously in service with the headquarters. The crane is operated exception that the signal operating by a gasoline engine and is controlled batteries are equipped with rectifiers by an operator assigned to this work. fed from an a-c. power distribution Ordinarily, a signal can be moved in line, thus constituting an a-c. primary about an hour or less, thus the delay system. On these territories, the to the way freight does not incur semaphore signal lamps are fed from much expense for train service. low-voltage transformers, with ap­ proach lighting controls. Equipment for Additional On account of the difficulties in Signal Mileage securing insulated wire and cables, due to the war program, the under­ Prior to these signaling changes, no ground cable at the signal locations automatic block was in service on two being removed, was taken up with sections of main track, 22.9 miles care. This cable is sent to the shop - between Orleans and Fogg, and 18.6 where it is immersed in a tank of miles between Borden and New Al­ water and tested thoroughly. All of bany. Using equipment and materials the long lengths, which withstand removed from service on the other the tests, are being saved for emer­ territories, automatic block was in­ gency replacements. stalled on the two sections mentioned In the territory between Monon above, thus completing the signaling and Lafayette where the signaling on all the principal main line of the was changed from two-position to Monon. The semaphore signalmech­ three-position, several miles of No. 10 anisms and line relays were sent Coppe.rweld line wire was removed. through the shop ·for complete inspec­ Althollgh this wire has been in service tion and overhauling before being about SO years, the wire is in good A cut-section location shipped to the new signal projects. condition, and the braided weather­ New two-ohm track relays were pur­ proof covering is still serviceable. place. The line control circuits were chased as required. This wire, therefore, is being rein­ connected through contacts of the At each of the signals removed, a stalled as required. track relays, and thus conversion set of 15 cells of Edison sao a.h. pri­ The signal work explained in this from a signal location to a track-cut mary battery was available. Where article was planned and carried to location was complete. only one signal of a double location completion by forces of the Chicago, In instances where a signal was to was taken out of service, the tW0 Indianapolis & Louisville, under the be moved a short distance to a new batteries were connected in multiple direction of E. G. Stradling, super- location, the dirt was dug away from until the batteries were exhausted. . intendent of telegraph and signals. the concrete foundation, and the sig­ ~al as a whole, including the founda­ tIOn, was picked up by a Burro crane and placed on a flat car. On arrival at the new location the foundation, :vith the signal still attached, is set l~ the new hole which had been pre­ VIOusly excavated. . About half way down on a founda­ tion, notches are made in the four corners so that the wire rope sling WIll not slip. From the sling, the wire rope extends up along the mast and through a chain around the top of the mast. 'With this arrangement, the

The signal construc­ tion crew was provid­ ed with cars equipped as living quarters, with a kitchen and a cook