483

The C.T.C. machine at Moncton con­ t r o 1s 12 4. 7 m i 1e s. Below-Westbound Ocean Limited at Folly Lake depot

Project between junc­ tions near Moncton, N. B., and Halifax, N. S., has increased the track c apacity and saved train time on a l ine whi ch handles large vol­ uin.es of war traffic

G. T.G. On 185 Miles on Canadian National

As A MEANS for increasing the track freight trains · \Vas increased f n.Jm switch stands, about 10 to perhaps 12 capacity and reducing train delays on 13.84 m.p.h. to 18.06 m.p.h., i.e .. frum hours would be required to run a a very busy territory, the Canadian approximately 9 hours· overall - time freight train either way between National Railways installed central­ to 6 hours 54 minutes. These savings 11oncton and Truro, whereas, with ized traffic control on 185 miles of were made in spite of the fact that 115 the centralized traffic control, he re­ line, mostly single track, between · more trains were operated in l\farch. centl)r made a run in 6 hours, in which Catamount, N. B., which is 12.1 miles 1943, than for the same month in he passed 2 trains and met 12 trains. west of Moncton, N. B., and \iVindsor 1941. Comparing the corresponding In some instances, he has made the Tunction, which is 16 miles west of months, the gross ton miles increased run in 5 hours. A freight conductor, Halifax. N. S. Included in this terri­ from 134,955,395 to 154,749,549, or when asked his opinion, expressed a tory is· an operating district 124.7 14.67 per cent, and the net ton miles statement to the effect " Give us but ri1iles long, between l'v1oncton, N. B., increased from 62,932,913 to 77,350.- one meal a day if you must, but leave and Truro, N. S., and the benefits of 643, or 22.9 per cent. the C.T.C. in service." the centralized traffic control, given as An engineman who has been run­ One of the dispatchers explained follows, apply to this section. ning freight trains on this division for that the saving in train time was clue Comparing operation for March. several years stated that under the in part to the power switch machines ' 1941. with those for lVIarch, 1943, the previous practice of using timetables and in part to the use of signals rather average overall speed of through and train orders with hand-throvy than timetables and train order to 484 RAILWAY SIGNALING September, 1944 many more use the St. Lav,·rence river up to the city of Montreal or on up the Great Lakes to various inland ports. In the winter, however, be­ tv{een December and March, naviga­ tion is closed on the St. Lawrence Typical layout and the' Great Lakes, whereas the port showing siding thrown to 21 ft. of Halifax is open water the year centers to locate around. signal between Vvar conditions resulted not onlv in the two tracks. a shortage of ships but also in ~ the desirability to minimize the mileage of shipping routes although this re­ sulted _in increases in rail haul. A third factor is that overall time, as for example between · Montreal and Liverpool, can be reduced by increas­ authorize train movement. For- ex­ trains would wait for extended peri­ ing the rail mileage and reducing the ample, 'with the power switches a train ods of an hour up to two hours on ship mileage. A further factor is that on a siding can pull out, proceed on some sidings because orders could not the difficulty of locating submarines the main line, and enter another sid­ be issued and delivered. On the other in the Gulf of St. Lawrence made it ing, in a period from 20 to 25 minutes hand, with C.1'.C. in one instance impracticable to use these waters for more quickly than if hand-throw there were 22 "trains on the board" shipping. All of this leads to the fact switches were in service. \Vith the between :Moncton and Amherst East, that as Canada increased its ·war pro­ previous practice, trains had to get in 49 miles, which allows an average gram, more and more eastbound traf­ the clear of superior trains at least 10 spacing of 2.2 miles to the train. N ev­ fic was routed between various parts minutes, or clear ahead of the time of ertheless by careful manipulation of the Dominion and the port of Hali~ other trains at the next siding. The these trains were all "getting· signals" fax on the Atlantic Ocean. vVestward illuminated track diagram and the which means that they -were all kept traffic consists of fruit and agricul­ gl-aphic train recorder on the C.T.C. moving with no delays on sidings. tural products from Nova Scotia, as machine shows the locations of ancl" Any other means of increasing well as coal and steel from Sydney. progress being- made by trains, so that track capacity, such as installing sec­ Coal is mined on a branch line and the dispatcher knows 'vhether time is ond track, would have taken years of delivered to a yard at Springhill J unc­ available to advance trains for close construction, if the material could tion, and likewise coal from a branch meets, which can be done safelv with have been secured. However, the line is delivered to ~ yard at l\1accan. the sig-nal protection. As a res~lt ap­ centralized traffic control was in­ proximately half the meets are so stalled in five months on the entire Only One Railroad to Halifax -closely timed that neither train stops. lVIoncton-Truro territory, thus giv­ Figuring· the saving due to the power ing relief quickly. The 124.7 miles of line between switches and to close meets rather Moncton and Truro is the only rail­ than long waits on sidings, it is easy Location of C.T.C. Territory road traversing the isthmus which to see how the C.T.C. can be used to connects Nova Scotia to the continent save a couple of hours or more for The general location of this terri­ proper. vVith the Bay of Fundy to freight trains in either direction be­ tory between Halifax and Moncton is the south and the Northumberland tween lVfoncton and Truro. evident by a study of a map showing Straits and the Gulf of the St. Law­ the extent of the 24,000 road miles rence to the north, the line across the Train Orders Before of the Canadian National Railways isthmus, which forms the boundary between the ports of Halifax and between Nova Scotia and New Bruns­ vVith the previous practice, a dis­ Sydney on .the Atlantic Ocean, west­ wick, is 18.5 miles long. The railroad patcher would issue from 45 to 65 ward through Truro, 1\/[oncton, Que­ crosses this boundary at the Missi­ train orders in eight hours on the 65 bec, :Montreal, Toronto, Winnipeg guash river near Amherst, about 45 miles betv,,.een l'vioncton and Spring­ and Jasper to Vancouver and Prince miles east of Moncton. hill Junction. In some instances, or­ Rupert on the Pacific Coast. Near :Moncton, three railroad lines ders simply could not be issued fast In normal times, ocean liners come converge. One line, extending north enough, and, as a result, trains would and go at the port of Quebec, which and east via Bathurst and Riviere du be waiting at some places for orders. is at tide 'vater, although 832 miles Loup to :Mont-real, handles the On some occasions when superior from the ocean. lYiany ocean freight through passenger trains and local trains were running late, freight vessels likewise dock at Quebec, while freight. The second line, extending

CATAMOUNT PAC I FtC iJCT. LUTESVILLE ODLUM t.JCT. GORT

101\f::"

Track and signal plan of the C.T.C. territory from Moncton west to September, 1944 RAILWAY SIGNALING 485

Jhubenaccr(ie Milford

Efmsdale

Sandy Cove

Map of the C.T.C. territory on 185 miles between Catamount, N.B., and Halifax, N.S

from .Moncton \Vest through 1\IcGiv­ 22.4 miles to Sydney, N. S., on Cape of line, the 125-mile section betv.·een ney, N. B., and Edmunston, N. B., Breton Island~ Thus . the territory J\loncton and Truro is said to involve to 1\!Iontreal, handles most of the between l\!Ioncton and Truro is_a busy the most difficulty in train operation through freight. A third line from section, with traffic to and from vari­ of any similar mileage on the Canad­ Moncton extending south to Saint ous points to the west converging at ian National Railways, except for sec­ John, N. B., handles local traffic as the one end, and likewise 1'ruro is a tions in the Rockv Mountains in well as through business to and from converging point for traffic to and Alberta and British Columbia'. In Boston, 1\fass., and other points in from various centers and ports m consideration of all these physical the United States. Nova Scotia. difficulties, the benefits effected by At Truro, N. S., 125 miles east of Not only fron1 the standpoint of ·the centralized traffic control are all 1VIoncton, the principal main line ex­ heavy traffic but also on the basis of the more striking. tends south 64 miles to Bali fax, and numerous curves up to 4 deg., long The reasons for the long grades a second line · extends north and east heavy grades, and total rise and fall and large total rise and fall is that the

McKINNON fu WEST END MONCTON

Catamount 4-86 RAILWAY SIGNALING September, 1944 track is only 25 to 30 ft. above tide valleys of the lVIissiguash and the with a line extending 36 miles to Cape water at several places while between Sackville rivers at elevations ranging Tormentine, car ferry service being these points the line passes over from about 25 ft. to 35 ft.. Starting operated across the Northumberland ridges varying from 225 to 615 ft. at an elevation of 40 ft., two miles Strait to Borden for connection with above sea level. The mile-post num­ west of Sackville, the line ascends rail lines on the Prince Edward Is­ bers read west from Truro. Two westward for 3.8 miles to 225 ft. at land. At Oxford Junction, a line ex­ miles vvest of Truro the railroad Evans. this being a ruling grade west­ tends 81 miles north and east via crosses the North River at elevation vvard. --rhis grade includes five long Pictou to connect at Stellarton vvith 40 ft. above tide \Yater. Between this curves, one 2 degree. three 3 degree the main line between Truro and bridge and the crest of a grade af and one 3 degree 30 minutes. The Sydney. M.P. 4, there is about 1 mile of 1 per rating fixed by this grade is 2.260 cent grade ascending westward. Be­ tons. Large Volume of Important Traffic tween 1\II.P. 4 and East }\fines, about From Evans to Dorchester the 9.5 miles, the line is slight rolling and grade descends westward practically Three scheduled through passenget in general ascending weshvard to an all the wav for 4.5 miles. and much trains are " operated each direction elevation of 200 at East Mines. Be­ of this is" from 1.00 pet~ cent to a daily, and a second section of the tween East Mine~ and Folly Lake, maximwn of 1.25 per cent. In addi­ Ocean Limited in each direction dailv 11.1 miles, the line ascends from 200 tion the curvature is bad, there being has been operated since early in th-e ft. to 615 ft. eleYation. with grades ranging up to 1.47 per cent. This is the ruling grade westbound on the ~ ~ I~ eastern half of the territory, the nor­ ;r;1~------Mf~ mal tonnage rating for freight trains being 1,930 tons. From Folly Lake ~ ~~ the line descends westward for about 2.3 miles to an elevation of 100 ft. at Oxford Junction. In this section the Signaling arrangement at typical siding ruling ascending grade eastward va­ ries from 0.8 to 1.11 per cent for 2 five curves ranging- between 2 degrees war. Each train consists of about 14 miles through and just east of \Vest­ and 3 degrees, five curves at 3 degrees cars with a maximum of about 16. chester. The tonnage rating fixed by 30 minutes, and one at 4 degrees. This Two passenger trains, one in each this grade is 2,420 tons. section of 4.5 miles from Dorchester direction daily, to and from the Tor­ Between Oxford Junction and to Evans is the ruling grade eastward mentine-Prince Edward Island line, Springhill Junction, the line is · roll­ . on the west half of the Moncton­ use the C. T. C. . territory between ing with some · short grades about Truro territory, the tonnage rating l\/[oncton and Sackville. 1.000 ft. long ranging up to 1.1 per being 2,040 tons. Approximately 15 through freight cent. The elevation is 270 ft. at Black For about 10 miles from the east trains are operated in each direction H.iver siding and then decreases to end of Dorchester to a point \vest of daily. The local freight trains oper­ 200 ft. at Springhill Junction and to . iVIemramcook, the litie is on marsh ate on short runs, but in .effect there about 85 ft.· at a point 2.1 miles west land in the valley of the :Memramcook is a way freight each direction daily of Springhill Junction \Vest. In this river at an elevation ranging from 20 except Sunday on the entire territory. 2.1 miles which is a ruling grade east­ ft. to 30 ft. Between l\1emramcook A switcher crew niakes a round trip ·ward, the grade is 0.9 to 1.05 per cent and Pain sec Tunction the line passes from Truro to Debert and East Mines all the way, the tonnage rating being over rolling country with som'e short daily, and similarly a switcher crew 2,300 tons. grades ttiJ to 1 per cent. With an with headquarters at Sackville works From Maccan through N appan the elevation of 150 ft. at Painsec Junc­ out to Amherst and returns to Sack­ grade is slightly rolling and at eleva­ tion, the line descends to 50 ft. at ville daily. A large coal mine is located tion ranging ..from 25 .to 50 ft. Just 1\'Ioncton. on a branch line out of Springhill east of Amherst the elevation is 105 Between :Moncton and Truro there Junction, and certain trains set out ft., sloping do\nl to 25 ft. on the are three junctions ·with hranch lines. empty cars and pick up loaded cars rnarsh just west of Amherst. Between At Painsec Tunction a line extends · at the yard which lies to the south of this point and Sackville, about 10 11.6 miles to Point du Chene. At the passing track. miles, the line is on mars.h land in the Sackville, N. B., there is a junction On an average day, therefore, the traffic on the Moncton-Truro terri­ tory includes 8 . through passenger trains, about 30 through freight trains, and 10 to 20 local freights. branch passenger, switcher moves, mine pickups and work trains, totaling anywhere from 50 to 80 train move­ ments, some of which are not over the entire. territory. For example on June 2, 1944, there were . 78 train movements on this territory.

Track Layout and Sidings

The arrangements at the ends of double track, at special siding layouts and junctions are considerably more complicated than a conventional sin­ The power switch machines are of the dual-control type gle-track line with a succession of September, 1944 RAILWAY SIGNALING 487 single siding layouts. Therefore, from side, .and eastward trains take the the standpoint of track arrangements, siding between the main track and switch operations, signaling and the the westward siding. For this rea­ control of train movements by sig­ son the main track station-entering nals, this Moncton-Truro territory signals are the same as at a single includes numerous practices that may siding. Similarly at Upper Dor­ ·be applicable to similar problems else­ chester, the main track signal gov­ where. erns to the siding to the right in Double track extends through each instance. Moncton and to Painsec Jet., 7.2 miles With certain few exceptions. the east of the station at Moncton. Sim­ centralized traffic .control includes ilarly double track extends 7.5 miles electric switch machines at the siding westward from Truro to Belmont. switches, at the ends of double track, Also double track extends between and at the crossovers. The distance Maccan and Springhill West, 9 miles. between Dorchester and Upper Dor­ Thus the three sections of double chester is only 2.7 miles, and from track total 24 miles, the remaining Upper Dorchester to College Bridge, 100 miles between Moncton and 2.8 miles. For these reasons, with Truro being single track. the C.T.C., there is not much occa­ On the sections of single track be­ sion to use the sidings at Upper tween Painsec Junction and Maccan, Dorchester for the passing of as well as between Springhill and through trains. Therefore, the Belmont, there are sidings at the switches of these sidings, one on towns which are indicated by clots on each side of the main track, are the accompanying map. Also exten­ equipped with spring switch mecha­ sions of second track form single sid­ nisms rather than switch machines. ings at Painsec Jet., at Maccan, and Similarly, spring mechanisms were at Springhill. Except for a few in­ installed at the switches of the single Station signal with a spring stances, the turnouts at the sidings siding at River Philip, and at Mem­ switch "S" marker are No. 12. ramcook. \Vith certain exceptions, the single unit is a searchlight mechanism sidings have capacities ranging from Signaling Arrangements which nonnally displays red, hut 60 to 70 cars. At Evans, there is a when the switch is reversed, this unit long siding with two crosspvers near The signals are the searchlight displays yellovv under two reels, in­ the middle at the crest of the grade type, and the C.T.C. controlled sig­ dicating proceed at slow speed into from ~ach direction. This arrange- nals display aspects \vhich are the a siding. At the end of doubie track at Bel­ mont and at :\1accan, with the power switch set to route a train from the single track over the diverging turn­ out to the right hand main track, the top unit of the signal displays green, which indicates proceed on normal route. These turnouts are No. 12, ~ Easf fo Truro - and the rules specifically limit the speed for such movements to 20 --- Wesf fo Moncfon m.p.h. Layout of two sidings at Folly Lake Siding Signals at Right of Track . ment saves time when a train has to same as those which are standard for double the hill either way up to interlocking home signals on the The main-track station-leaving Evans. Similarly there is a long Canadian National. At the end of a signals each have two units, the siding with crossovers at Springhill power-operated siding, the station­ upper being a three-aspect search­ Junction and at Sackville. At Folly entering signal has three signal light unit. and the lower is a reel marker · to complete the standard "Stop" aspect. These leave-station main-track signals are on masts at the immediate right of the track gov­ erned, at a point opposite the fouling on the turnout. \rVhere a siding is on the north side of the main track, as for example at Wentworth, the west end of the siding was thrown \ Double siding with spring switches at Memramcook over to 21 ft. centers to allow clear­ ance between the tracks to locate the Lake, there are two sidings both on units. The upper unit displays three signal at the immediate right of the the north side of the main track. At aspects which apply to straight main track. vVhere sidings are on Upper Dorchester there is a siding through train movements on the the south side of the main track, the on each side of the main track. At main track. The middle unit is a east end of the siding was thrown F oily Lake, trains are routed to the fixed red marker to represent a over to allow clearance. On account right-hand siding, i.e., westbound medium speed route which does not of the crossovers between the main trains take the siding on the north exist in such a layout. The bottom track and the eastward siding at 488 . RAILWAY SIGNALING September, 19.44

Spring switch at east end of the east cross­ over at Springhill West

Cape Tormentine can use the west portion of this siding to enter the track through the power switch, or if thjs part of the siding is occupied. and the dispatchh is to authorize the train to enter the main track at the hand-throw crossover west of the station, he controls clwarf"signal 86.9 at the crossover to display an aspect of a letter ''S" over reel. · This . an­ thorizes the trainman to reverse the crossover switches, after 1vhich the letter '· S" is extinguished ancl a yel­ low or a green asped ·is displayed on the dwarf, depending- on whether one, or two or more, automatic SackviHe, it was not practicable to depart, the lea ve-sicling signal dis­ blocks ahead are clear. After the throw the siding. Therefore. ri1ain­ plays the usual aspects, and the train train enters the main track, the line ·signal M86.8 is a two-tini t chvarf trails out through the spring switch crossover switches must he placed located between the main track and \vithout stopping. normal. Normally the. dwarf signal the siding. . . 86.9 displays a yellow aspect. The leave-siding dwarfs are Sackville Was a Busy Place The C.T.C. controlled signals for searchlight mechanisms, mounted on each direction on the main line are 2-in. pipe masts to bring the center At Sackville, the branch line from located at each end of the· station of the lens 36 in. above the level of Cape Tormentine makes a junction platform ·Emits so that with ·a pas­ the base of rail for sudi signals he- with· the siding which lies to the senger train standing at the station

~ ~6.9 ~ ~~,~~--~ -~------~· ~~-~~ ~~------~~~~~--~-~ ~~----~~~ ~'------~-~------_;---~---=~~------~------~-=~;______.~~--~~---- ~ · ~~----~-----· TK~~~~· ~~~~--~~j~· ~TK~· ------~~f~ -- Wes+ to Moncton ~ ~ . Track and signal plan through Sackville tween tracks at 13 ft. centers, or at north of the main track, this junc­ within these signal limits, a second 48 in. above the level of rail for a tion switch being operated · by a · train, as for example an eastbound chvarf on the field side of the siding. hand-throw stand. 'This is a long Cape Tormentine train, can be 'These extra high mountings are used siding, about 1.6 miles in length, brought up to the hand-throw cross­ to minimize interference by snow. with a power switch at each end, and over to enter the siding. . Such a a set of hand-throw crossovers con­ move would be made if the \vest part Signaling at Sp ring Switches necting to the main track at each end of the siding north qf the main track of the station platforms. were occupied. A·second siding, hav­ ·· \Vhen a train is to be directed to A westbound passenger train from ing a total capacity of 146 cars, is stop and enter a siding equipped with a spring switch mechanism. as for example atthe west end of l\Iemram+ cook, the station-entering signal J.Vl105.8 is controlled to display. an aspect of reel over reel over red over a lighted unit outlining a letter "S" on a ·black background. This aspect Signal at hand­ indicates that the train is to stop, throw crossover that the head brakeman is to throw at Sackville the hand-operated stand to reverse the switch. When the s1vitch is re­ versed, the signal \vill display an aspect of red over red over yellow, directing the train to enter the siding, after which the switch is placed normal. \Vhen the train is to September, 1944 RAILWAY SIGNALING 4B9

located south of the main track. This l\i.P. 68, at the east end of 1\:[accan, normallv for \vestbound train move­ siding has a power switch at each shovvn as 1\tfaccan East, and the sig­ ments {rom the single track to the end and a set of two pO\ver-operated naling is arranged to nm trains in tight-hand track .west of this cross­ crossovers at the ceuter. either direction on either of the two over. Therefore. for an eastward . \Yhen operating with timetables tracks between l\1accan East and train movement from the eastward and train order, Sackville was fre­ lVIaccan \Vest. One reason .for not main track over this ctossover to the quently congested with trains, es­ moving the end of clot1ble track east­ single track. the train springs the pecially at noon time when two ward to the new crossovers was that points. through passenger trains meet here. the single switch at 1\!Iaccan \ Vest is The eastbound passeng;er train en­ gines are cut off at the station and are rnn ahead to get coal and water. The train is left west of the con­ trolled crossovers at the station, and the engine moves to the coaling plant east of the controlled limits. Under this circumstance, the dispatcher can clear the low-speed signal to permit the engine to return to its.train. This is a so-called "Call-'on" aspect, hut B under no other circumstances can "'--I TRURO this aspect be displayed on this sig­ ~ t;reoso.fe 1 I" works nal with the main track occupied. M/.8 Eastbound freight trains ap­ Layout of hold-out sign.al at Truro proaching Springhill 'Nest are routed to· the so-called freight main 1 \Vith the C.T.C., hovvever, the train so located tliat an eastbound train which is a continuation of the second 1i10vernents are directed more effi­ can pass through this turnout and main ·track , · This freight main is ' ciently, thereby preventing delays get a nm for a 0.7 per cent grade adjacent to the yard so that cars can and congestion at Sackville: that starts at Maccan East, M.P. 68, be set out or picked up without inter­ and extends 4.5 miles ·to Springhill fering with the movement ·of other Hold-Out Siqnal at Truro \Vest. trains on the single-track main line. \Vestbonnd freight trains, likewise, About 2,700 ft. west of the station Springhill Junction are routed to this freight main, and, at Truro there is a jur1ction switch when ready to depart, they use the leading from the ·westwp.rd main All trains take . coal and water at 1vest crossover at Springhill Vv est. track to the freight yard. West of Springhill Junction. In many m­ This crossover has a power machine this s\'.iitch there is a crossover be- stances the freight trains set out or at the east end but a spring mecha­ nism is used at the east end because no selection of routes in the facing­ MACCAN MAC CAN point direction need be made at this ~EST ~ST w;itch. Runaway Protection 11>/"'~ The crest of t11e . grade is about ( ) I . . I midway between.Springhill Junction and Springhill vVest, and from Springhill West the grade descends Either-direction running at Maccan at about 1 per cent for 2.6 miles. Years ago a string of cars .drifted hveen the·main tracks. These power pick up cars at this stop. The east­ 'vest from Springhill Junction, down svvitches and associated semi-auto­ bound passenger trains cross , over at the eastbound main track and met matic· signals constitute the C.'I'.C. Springhill \Vest and nse the "i1orth" an eastbound passenger train. For field station which is the most re- ~mote from the control office at SPRINGHILL ·lVIonctop. West of this crossover SPRINGHILL tJUNCTION WEST there· are several industries and es­ 59.5~ pecially a large creosote plant which Sir.q!e frad~ is served by a spur from the east­ vvard ··main track. In order to pro­ tect switching moves on this track, east"lard signal Ml.8. . which is 5,500 ft. we~t of the crossoYer, can be held at the Stop aspect by the C.T.C. con­ trol. thus holding out eastbound trains',: until the switcher can clear the main track. Track layout between Springhill West and Springhill Junction

'"' ·~ Maccan Layout track from Springhill vV est to this reason an extra .SZ~ itch, leading Springhill Junction as single track. to a tail track, was installed in the In order to get the equivalent of a The switch at the east end of this so-called freight main just east of passing track at Maccan, a set of two crossover is equipped with a spring Springhill \Vest. This switch is pm·,;er·.- crossovers were installed at mechanism, the points being set · normally set to diYert westbound 490 RAILWAY SIGNALING September, 1944 cars to the tail track. vVhen an east­ bound freight train is to be routed to the freight main, the west switch of the east crossover at Springhill \Nest is lined accordingly but the signal does not clear until the train is about 4,000 ft. from the signal, at which time the derailing switch is automatically reversed-and the sig­ Four-aspect nal clears. After the rear of the intermediate train clears the derailing switch, the Signal M313 switch automatically returns to the derailing position without any action on the part of the dispatcher.

A Westbound Move

For a westbound train movement from the freight main to the west­ bound track on the double track, the dispatcher sends out a control to the east switch of the crossover, and a track. This crossover is also used Lonclonery, to 4.2 miles between trainman, in telephone conversation for locomotives turning on a \vye vVentworth and \Vestchester, there with the dispatcher, pushes a control located at that point. is one double location of inter­ hutton it•l the telephone booth. This mediate signals. On the lVIoncton­ combined control causes the derail­ Special Arrangements of the Truro territory as a whole, there are ing switch to be reversed; then the Intermediate Signals a total of 13 such station-to-station signal clears for the train to depart. blocks vvith one double location of As soon as the rear of the train clears \Vhere the distance between sid­ intermediates. On the 31 miles of the detector track circuit, the derail­ ings is comparatively short, as, for single track between Pain sec J unc­ ing switch returns automatically to example, 1.8 miles between Debert tion and Sackville, semaphore auto­ its normal derailing position to di­ and East Mines, or 2.7 miles between matic signaling vv·as in service previ­ vert cars to the tail track. Mons and Folly Lake, no intermedi­ ously, and in this section the inter­ To provide runaway protection for ate automatic block signals were mediate signals v1rere left as they a westward freight stopping on the installed, there being a total of seven were until after the war. , main track to pick up or set out at such instances on the l\!Ioncton-Truro the west end of the yard, a hand­ section. In these cases. the manual Yellow-Over-Yellow Aspect operated crossover was installed be­ block as well as automatic block is tween the main track and freight from station-to-station, and the vVhere the siding is short or where main track just east of the eJ!d of semi-automatic .leaving signal at one the grades are descending so that double-track crossover. This cross­ siding acts also as a "distant" signal there would not be train braking dis­ over and the tail track are used for to the semi-automatic station-enter­ tance between the signals at the two the movement. The hand-operated ing signal at the next siding. ends of a siding, then the signal in crossover-is left reversed throughout Where the distance between sid­ approach has two searchlight mecha­ the movement so that if cars should ings ranges from 3 miles, as for nisms. It normally displays the run away, they would enter the tail example betwee11: East Mines and yellow-over-red, Approach, aspect, but if the signal ahead is displaying the Approach aspect then the "dis­ tant" signal displays the yellow­ over-yellow, Advance-Approach, as­ pect, which . indicates proceed pre­ pared to stop at the second signal. On these double- "arm" intermediate signals, the upper uni-t js to the right of the mast. and the lower one is to the left, thL~s presenting a "stagger" of the two lamps. If the most re­ strictive aspect, red-over-red, is Typical dwarf and being displayed, this "stagger" des­ high signal at the ignates that the aspect is "Stop and end of a siding Then Proceed" in contrast with the two red lamps in a vertical row which indicates "Stop." . The inter­ mediate signal displays the Ap­ proach aspect, regardless of whether the station-entering semi-automatic signal ahead is displaying the Stop aspect or the red-over-red-over­ yellow aspect to direct a train to enter the sid'ing. Prior to the C.T.C. installation, train movements were authori-zed by September, 1944 RAILWAY SIGNALING 491 timetable and train orders, and, On the diagram, the lines repre­ connects these marks with pencil prior to the war, one dispatcher han­ senting the passing tracks include lines, thus completing a record of dled the Moncton-Truro section, but holes, in which token plugs with tags the train movements in the form of after the war traffic increased, two are inserted by the dispatcher as a a time-distance chart. dispatchers were required, one for reminder that the corresponding On a separate heading sheet, a the Moncton-Springhill section and siding is occupied by a certain train. record is kept of the train and engine one for the Springhill-Truro section. The tags have arrows which indicate numbers, the names of the engine­ These dispatchers were located in the direction which the train is men and conductors, number of loads the office at Moncton. headed. A reel tag indicates a and empties, tonnage, etc. Each In a similar manner. the one through freight, white a passenger morning the sheet for 24 hours is C.T.C. control machine in the dis­ train, yellow a way freight, green a torn off the graphic train sheet,_ on patcher's office at Moncton now con­ work train, and blue for special pur- the line representing the previous trols the entire 124.7 miles of terri­ poses. __1 _ midnight, and the heading sheet is tory between Moncton and Truro. pasted to it, and this becomes the On account of the heavy traffic Electric Train Graph official record of train movements. which has been handled since the The paper for the chart is 24 in. . C.T:C. was placed in service, t\vo An all-electric graphic train re­ wide-and comes in rolls 125 ft. long, dispatchers have been assigned on corder is mounted in the desk por­ which is sufficient for 31 days. each trick to operate this machine. tion of the control machine. The re- The Truro-Halifax C.T.C~ A second portion of the centralized traffic control, extending between Truro and Windsor Junction, in­ cludes 2.5 miles of double track be­ tween Truro and Hyde, and 45.7 miles of single track between Hyde . and vVinclsor Junction. Double track, with automatic block signaling for right-hand running, has been in Westward signals service for many years on the 15.8 at east end of the miles between Windsor Junction and east crossover at Springhill West Halifax. On the Truro-Windsor Junction territory, the line crosses rolling country with elevations ranging from about 40 ft., at river crossings, to a maximum of 182 ft. at a point between Hyde and Brookfield. From Milford to a point 2 miles south with elevations of 100 ft., the grade ranges from 0.5 to 0.7 per cent. The south side of this hill is about 1 mile long, ranging from 0.64 to 0.89 per As shown in one of the illustra­ corder sheet moves at the rate of 2 cent. These are the ruling grades. tions, the machine is arranged in a in. per hour. When a train occupies ·The curvature is light, except on a "U" with a center panel and two any one of 58 OS track circuits, a short section just north of Welling­ wings which are 6 ft. 3 in. apart, thus corresponding stylus is energized ton, where there are nine curves allowing space for the two dispatch­ with a-c. current of proper voltage ranging .up to 2 deg. 5 min. within ers to be seated at their work. Nor­ to burn a mark on the paper chart. a distance of three miles. As a result mally, one dispatcher handles the At his convenience, the dispatcher of the light grades and curvature, Moncton-Maccan section, and the other handles the remainder to Truro. The C.T.C. code line circuits between the office and the field sta­ tions are arranged so that the two dispatchers can work independently. The illuminated track diagram on the C.T.C. control machine has lamps which indicate occupancy of all portions of the main track. Or­ dinarily one lamp indicates occu­ View looking east pancy of a . section of single track at Springhill West between sidings. The longest time with tail-track on block is eastward from Dorchester bank at right to Evans which is a ruling grade. To assist the dispatcher in knowing the progress being made by a train on this grade, there are two track­ occupancy lamps for· the Dorchester­ Evans block, so that he will be in­ formed when the train is half way up the hill. 492 RAILWAY . SIGNALING September, 1944

this T ruro-W iudsor Tunction secti-on stances. however, there is only one the :yanl and ·which are now moved· is "fast track," as coinpared with the double location of intermediate. sig­ when they are ready to go, save a Truro-·Moncton territory. nals· between sidings, this practice total of an hour to two hours or being adopted in c.ontrast to using more. Considered as a whole, there­ Switch Operation and Signaling more intermediates because of the fore, the C.T.C. sav~s an average comparatively high train speeds, about 1 hour and 30 minutes for the Between Hyde and \i\Tindsor Junc­ thereby reducing the delay, if any, through freight trains· on this 45 tion there are 9 single sidings rang- for a train to leave a siding after miles of territory. . ing from 70 to 90 car capacities. being passed by a train of the same If the passenger trains are run­ \Vhen installing the C.T.C., three direction on the main track. ning late they can easily make up additional sidings 1-vere taken out of The lengths of the sidings are such time, and extra passenger trains can service: Lantz. between Elmsdale that the distance between signals at he handled much faster than previ­ and Milford; Et.1fie1d. between Elms­ the two ends ranges from 3,750 ft. ously. On certain occasions there dale and Sandy Grove ; and Hilden, to 4,250 ft., 'vhich· is not considered has -been a preponderance of traffic between Brookfield and Hyde. As to be adequate for train stopping dis­ southbound into · Halifax, for in­ part of the C.'f.C. project. electric tance at 65 m.p.h. For this reason, stance, in an 11 0 hour period there s\vitch machines were installed at all inter!11ecliate signals are equipped these 18 remaining siding switches. vvith a second searchlight unit 1vhich The end of double-track switches at normally displays red. but \vhen the Hyde and at \Vindsor Junction are second signal ahead displays the operated by spring and buffer mecha­ Stop aspect, the intermediate dis­ nisms. The tm:nouts at the ends of plays the Advance-Approach, yel­ the siciings are No. 12. and those at low-over-yellow aspect, which indi­ the ends of double track are No. 20~ cates "proceed preparing to stop at Tlie signaling arrangements _a:re second sig·nal." practically the same as previously discussed except that rather than Halifax Control Machine throwing the sidings at one end to provide cl~arance for the station­ The centralized traffic control be­ leaving signal betv.reen the main t\veen Truro and vVinclsor Junction track , and siding, the signal is ii1- is cbntrolled bv a machine in the stalled on a bracket mast on the dispatclu~r's office at Halifax, one field: side of the siding. The practice dispatcher being assigned to the op­ was . adopted because of the weather eration of this machine exclusively . .and a lack of men as well as time In addition to 4 through passenger to throw the track over. trains each way daily, the Truro­ Halifax district also handles three One Pair of Intermediates With passenger trains each direction daily · Four ·Aspects on the run between Halifax and /;: Sydney via Truro. On a good aver­ T'he distance. between sidings is age day there are about 10 through approximately 3 i11iles, plus or minus, freight trains and a local freight except for the instances in which each way daily, thus, with special sidings were removed; · as for ex­ extra trains~ the average is 40 to 48 ample, the distance beh,;eeri lVIil ford ual.n 1116veinents daily. · · ·· and Elmsdale is 5.~,n1iles ." In all in- .. \Vhen operating by timetable and train· orders, 'the· pass~nger trains wer~ - g:h;en preference to the exteti.t tl:J_at during· the inbound morning and outbound evening· rush hours, Dwarf signal on high mast on the freight trains lost considerable account of deep snow time on sidings or in the yards after being ready to go. \Vith the C.T.C. were 18 extra southbound trains op­ there are, in numerous instances, as erated into Halifax from Truro, in many as 20 trains "on the board," addition to the regular scheduled and they are handled in a mannet: trains. As explained by the dis­ such that there is very little time lost patcher, this volume of traffic could while waiting. not have been handled without seri­ On the average, a through freight ous' delay if the C.T.C. had not been can now make the run in either direc­ in service. tion between Truro and \Vindsor Tunction in about 45 minutes·· less C. T .C. West of Moncton ~ -.·· time than previously. The Height . . trains which previously lost time in , A third portion of th~ C.T.C. project extends west from Moncton to Catamount, 12 miles. At \Vest End, which 1s at the west end of the A b

The C.T.C. machine at Halifax controls the Truro-Windsor Junction territory .

West :Ei1d, a track layout, including whether the switch is binding; how­ section, small electric space heater, 4 .cr0ssovers and a yard ~ad s\vitch, ever, with 20 volts at the motor, one operating on 110 volts a-c., were in­ as well as either-direction signaling of these machines will operate a stalled in the switch machines as a on all~three tracks between \Vest End switch \vith 20-ft. 100-lb. switch means for preventing the fonnation and McKinnon, at which point there points in about 10 to 12 seconds. of frost. One heater. rated at 15 is a junction with the line to Saint nsing about 8 amp. to start and about watts, is installed in the· controller John. including two crossovers. Also, 5 amp. \vhile moving the switch and compartment of each machine, and the \Vest End machine includes con­ locking up. a second heater, rated at 25 ·watts, is trol of signals at the end of double On the Truro-\Vindsor Junction installed in the contactor compart- track at Gort, lYI.P. 2.5, the control territorv. the 20 switch machbl.es are ment. .c)f a power switch and signals at a the sat~e SD dual-control type; but junction switch leading- to Franklin are rated to operate on 110-volt cl-c., Electric Locking of Power Switches Yard, .l'vLP. 3.4. and the power the reason for adopting the high­ switches and signals at a single sid­ voltage machines being to speed up If . a proceed aspect of a C.T.C. -ing at Lutesville, lVLP. 5.5. the operation and thereby afford a controlled main-track sign a 1 is At Pacific Junction, ·M.P. 10.8, means for crushing ice, snow, coal "taken avvay" by lever control, ap­ where the freight line via Edmuns.., or hvigs that might ·obstruct the proach locking- is in effect. If no ton connects with the main line via points. \Vith 110 volts at the motor, train is occupying the approach sec-· Campbellton, a mechanical interlock­ one of these machines will operate tion, the switch involved may be op­ ing was replaced with an electric an average switch in about 3 seconds. erated at once. If a train is occupy­ plant which includes remote control using 8 amp. to start.'. and ahout 5 ing the approach section, an auto­ for hl. power switch and signals at amp. when !ncndti~ ' the switch. matically-controlled time-element re­ the ,east ei1d of the siding at Cata­ On the 'Truro-\Vinclsor Junction lay introduces a delay period before mount. ,,·hich is 12 miles from the freight yard a·t l\I(mcton. Thus the overall C.T.C. projects from Cata­ mount through :Moncton and Truro to \Vir1dsor Junction totals 185 road :mile's, 'vhich is said to be the longest continuous territory on \Yhich train movements are authorized hy C.T.C.

Items of Special Interest

The 88 switch machines on the lVIoncton-Truro section· are the low­ voltage type, for operation on 20 volts d-e. The operating time of switches vary, depending on the lubrication of the slide plates and View looking east at Sackville .station 494 RAILWAY SIGNALING September, 1944 it is used for calling only. vVhen the dispatcher is talking on this line, the loud speaker equipment is reversed. At intermediate signals the relays are ~ mounted in the sheet-metal cases Distribution of A-c. Power

Power at 110, 220, or 550 volts is purchased locally at various stations gency. vVhen· changing over to and distributed in both directions c:r.c., this telephone line circuit from these stations on a signal power was used also for the C.T.C. code circuit consisting of two No. 6 cop­ controls between the office at lVIonc­ per with \veatherproof covering. The ton and the field stations on the ter­ a-c. po\ver feeds through rectifiers to ritory between Springhill Junction charge storage batteries which for and Truro. A new pair of No. 10 the most part are of the Exide Copperweld line \vires with 'veather­ KXHS-7 type. \\There track circuit proof covering were installed for the feeds are located between the ends ~ C.T.C. code between Moncton and of the a-c. power circuits from two l\faccan. directions, each track circuit is fed 'I'he telephone circuit between by three cells of Edison 1,000-a.h. Truro and Halifax is on a pair of primary cells in multiple. No. 9 coppet· wires independent of The sheet-metal instrument houses the C.T.C. circuit. The C.T.C. cir­ a,t the switch layouts, as well as the cuit is operated vvith filters and con­ cases at the intermediate signals, densers for telephone use and each were wired complete at the factory. circuit is brought into each telephone The distribution of materials and location \Vhere a double throw switch the erection of the signals, as well as is provided for corinecting the phone pouring the concrete signal founda­ to either circuit. There is a loud the switch can be controlled. On tions, was aided 'tnaterially by work account of no approach track circuit speaker on each circuit in the dis­ train service, including the use of through sidings, time locking is in patcher's office. The loud speaker power cranes for setting the instru­ on the regular telephone line is nor­ effect in connection with leave-siding ment houses in place. The instru­ dwarf signals, the timing being the mally used, while that on the C.T.C. ment houses were set on concrete line has its volume reduced so that same as for the high signal govern:­ piers except where the filling \vas ing in the sari1e direction. considerable. at which locations frame work . made of heavy timbers Track and Line Circuits was used. In the course of a few years after the war, dirt will be filled Direct-current neutral track rela vs in to bank around these houses, and, are used throughout this project. after fullv settled, foundations will The maximum length of the track be placed-under the houses. circuits is 4,250 ft. Primary second­ The circuits between the instru­ ary track ·relay combinations are ment houses and the switch machines used on the OS switch detector sec­ or signals are in underground cable. tion in order to secure quick shunt­ The switch motor' leads are No. 6 for ing as well as a shunt that will hold. long runs and No. 9 for short runs; The local signal line controls are the connections to track are No. 9, .of the conventional A.P.B. type. and the other circuits are No. 14, using one. Jine wire in combination with the exception that No.9 is used with a common for the controls for for lamp circuit. The lamps in the each direction, thus totaling three high signals are rated at 14.4 watts, wires which are No. 10 Copperweld 11.3 volts. and in the dwarfs at 5 with weatherproof cov~ring. Extra watts. 10 ·volts. The lamps in all line circuits are required for the con­ the signals, except the leave-siding trol of the Advance-Approach aspect dwarfs, are on approach control. 'vhere used on the intermediate sig­ The centralized traffic control was nals. Also, extra line circuits are installed under the general jurisdic­ used for the approach locking and tion of R. G. Gage, chief electrical the track-occupancy where there are engineer, Canadian National Rail­ more than two automatic blocks in ways. The General Railway Signal a station-to-station block. Company, Rochester, N.Y., fur­ nished the major items of equipment, Telephone on Line such as signals, switch machines, relays. code line apparatus, and the Previously there was a telephone C.T.C. machines. and the construc­ circuit between Moncton and Truro, tion was-done mider contract by the using two No. 9 bare copper wires. General Raihvay Signal Company of Each passenger train and each Canada, Ltd. The pole line work, freight train caboose is equipped including the installation of the new with a portable telephone which can line wires, was done by the forces of be connected temporarily by clips to Rectifiers and storage batteries in a the Communications Department of these line wires in case of an emer- case at an intermediate signal the Canadian ~ational. ·