631 The new NX interlocking control machine is located in the operator's office in the Windsor station New Interlockings at Windsor, ·Ont. , Lever-control plants, with On the Michigan Central mechanical locking, re­ placed by modern NX entrance-exit and minia­ tracks north of the north platform, freight trains are pulled from Detroit ture-lever all-relay plants and in such instances these trains are by electric locomotives, and then routed to and from the main line at routed over crossover No. 5 and tum­ the turnouts and crossovers west of out switch 11 to the freight track and the platform. then into the Electric Yard. From AT Windsor, Ont., at the east end of In order to permit a track crew to this yard, steam locomotives pull the the double-track tunnels under the work on one track or the other in­ trains through Tower 3 interlocking Detroit River, the Michigan Central side the tunnels, the track layout at to the freight classification yard or out Lines in Canada has extensive facili­ Windsor and the signaling were de­ onto the main line eastward. Likewise, ties including three main-line cross­ signed to permit trains to be operated westbound freight trains are pulled overs, turnouts from the double-track in either direction on either track into the Electric Yard by steam loco­ main line to the freight yards, and · through the tunnels, traffic-locking motives, and then electric locomotives special sidings to facilitate changing for the control of the signals being pull the ·trains through Windsor and from steam to electric locomotives. provided as will be explained later. to Detroit. An additional handicap The Michigan Central operates 25 Another important phase of the in the operations is that all passenger passenger trains and approximately operations at Windsor is the necessity trains stop at Windsor while customs 43 freight trains daily through Wind­ for changing locomotives. Electric and immigration inspections are made. sor. Also, 6 passenger trains of the locomotives are used on the 2.7 -mile The duration of the inspections on a Canadian Pacific are operated daily territory through the tunnels between certain train cannot be determined in on the Michigan Central between Windsor and Detroit, and steam loco­ advance, and if the delay is too long, Windsor and. Detroit. The line of the motives are used on the territory east other trains may have to be run Canadian Pacific from Toronto, Ont., of Windsor. The locomotives fo~ pas­ around. Therefore, crossover arrange­ comes in at the northeast portion of senger trains are changed wh;ile the ments are provided to permit such the Windsor layout and connects with trains are standing at the station plat­ moves. the track along the north side of the forms. The siding and switches west At the time the tunnels were com­ west end of the Electric Yard. When of the platforms are used for changing pleted in 1907, two General Railway using the main line tracks for station locomotives on westbound trains,· and Signal Company lever-control electric stops at Windsor, these Canadian the special locomotive siding east of interlockings were installed at Wind­ Pacific passenger trains are routed signal 30 is used when changing loco­ sor to handle the switches and signals. through the lead between the yard and motives on eastward trains. N umer­ Tower 1, which handled the area from the main line east of signals 30 and ous extra lineups of the interlocking the east end of the tunnel to Windsor 32. When the main tracks at the sta­ are required to get the locomotive on station, had 33 working levers to con­ tion are occupied, the Canadian and off these sidings, and off and on trol 5 switches, 5 crossovers, 1 derail, Pacific trains use the two freight the passenger trains. Eastbound and 20 signals, and 2 check lock: levers. RAILWAY SIGNALING November, 1940 632 Starting near the west end of the cuit controllers, signal-repeater relays be controlled by one man rather than Windsor layout the tracks descend to­ and a set of knife-switch levers in part by each of two men. On the ward the tunnels on a 1.5 per cent mounted on a panel in the switch­ other hand, the routing of freight grade. In view of the fact that some tender's house. Not only bec·ause of trains into and out of the west end car might get away and drift back the damage done by the fire at the in­ of the Electric Yard had to be co­ toward the tunnels, a Wharton type terlocking Tower 1, but also due to ordinated with the operation of the derail was installed on the eastward the fact that the old plants needed ex­ east end of this yard which was han­ track just east of the eastward home tensive replacements, a decision was dled by the interlocking Tower 3. signal. To provide derail protection for the westward track a switch, which was removed during recent track changes, was set normally for View looking west the turnout. Tower 2, which con­ with signal 9 at the right and sig­ trolled the area east of the station nal 12 at the left including the leads to the yard, had 38 working levers to control 14 switches, 2 crossovers and 22 signals. A me­ chanical interlocking, Tower 3, was installed at the east end of the Electric The logical solution, therefore, was to provide an entirely different arrange­ ment of interlocking control limits, and to use modern interlocking con­ View looking east trol machines and systems of circuits. with signal 4 at the right and sig­ nal 6 at the left New Interlocking Limits A new NX interlocking machine, in the office of the station at Windsor, now controls the switches, derails and signals formerly included in the Yard to control the switches and sig­ made to reconstruct the interlockings Tower 1 interlocking, and also the nals at that layout. throughout Windsor, and provide main line crossovers, locomotive in­ In August, 1939, the 600-volt d-e. modern types of control machines. terchange track switches, and turn­ traction circuit was accidentally con­ outs leading to the yard, which were nected to some of the interlocking cir­ An Analysis of Operations formerly included in Tower 2 inter­ cuits, and the control machine, wiring locking. The remaining switches and An analysis of the operations signals at the west end of the Electric showed that the handling of trains Yard, which were formerly in Tower through the passenger station area, 2 interlocking, are now controlled including the changi~g of locomotives from a miniature-lever interlocking machine in Tower 3 at the east end of the Electric Yard. The upper story of the old Tower 1 was removed, and the lower story was rehabilitated as a and accessory apparatus in Tower 1 were seriously damaged, so that the plant was out of service. As a tem­ porary measure, hand-throw switch stands were installed to operate the on passenger trains, as well as the switches, and the signals for direct­ routing of freight trains off or onto ing routes were controlled by circuits the main line, all fell in one operating properly selected through switch cir- category, and, therefore, might better Track and signal plan of the entire NovemiDer, 1940 RAILWAY SI G NALING 633 one-story building for housing switch­ which would authorize train move­ moves on a route over a crossover to ing apparatus for the electric traction ments at the highest possible speeds the <?the~ main track for right-hand system. The old Tower 2 was re­ which were consistent with safety in runmng mto automatic block territory moved. consideration of the occupancy of beyond the plant. The use of the green When changing over to the new in­ track sections ahead. In other words, aspect on such a signal, permits trains terlockings, several minor changes not require a train to move at caution­ to pick up speed and get under way were made in the track layout, the slow-speed through an extended dis­ rather than operating at slow speed accompanying plan showing the new tance when actual conditions were for longer distances. The same state­ layout as now in service. As a part safe for medium speed or better. ment regarding the use of three as­ of the improvements, the Wharton Whereas some of the high home pects applies to signal 36, governing type derail on the eastward track, signals on the old plants had three movements from the yard to the main used for tunnel protection, was re­ arms, the maximum on the new sig­ line, and also dwarf signal 22, which placed with a Hayes type derail, and nals is two "arms." Each high home governs movements from the west­ a similar derail was installed on the signal for right-hand running, such ward freight track which also is used westward track. The two new Hayes as signals 4, 26, 30 and 42, has two frequently by Cana~ian Pacific trains derails are operated by switch ma­ operative "arms," the top "arm" gov­ when making the station stop. chines as a part of the interlocking. - erning straight through moves on Signal 32, which governs reverse straight track, and th~ lower "arm" running moves from the normal west­ New Signals Installed· governs diverging moves. The lower ward main track into the yard or over "arms" operate to three aspects so that the crossover to the eastward main The old interlocking signals of the a green aspect c~n be displayed if track, has a fixed top "ann" and a semaphore type were replaced with searchlight type signals with quick­ detachable plug-in type connections.