CSX Train Location Updates - March 2022
- Tom49801
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Re: CSX Train Location Updates - March 2022
Y121-31 @ 14:29 eastward on Holland’s Dock Track mp CG25.0 with CSX engine #6461 & what looked to be about 14 cars loaded with scrap metal.
Re: CSX Train Location Updates - March 2022
16:53 - L302-31 west through South Lyon. CSXT 5334+769+55 cars.
Green Oak DD at CH39.1 said 232 axles, 3410 feet.
Green Oak DD at CH39.1 said 232 axles, 3410 feet.
"Sparrow24 could be described as a mediocre railfan, as he is generally disinterested in horn types and couldn't tell you one locomotive from another."
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Re: CSX Train Location Updates - March 2022
To add to this discussion:
The "ABS" between Lako and Ensel are technically APB, or Automatic Permissive Block. In pure ABS, signals only separate trains and there are no absolutes. Most lines are actually APB, which "tumbles-down" the opposing direction up to the next absolute. So, the signals at the end of the sidings, going away from the sidings are absolutes, controlled by the track circuitry only - and are beyond the switch, so they don't even include that information.
If a westbound were to leave Grand Ledge, the eastward absolute signal at EE Sunfield would, along with the rest of the intermediates in between, tumble to all red, and in this case stop. That visually enforces what the train crews would already know through their track warrant/EC1, which is they need to wait for the opposing train. If these siding-departure signals were not absolutes, then the whole concept of tumble-down wouldn't make much sense, and there would not be defined locations for such tumble-down to stop.
Therefore, the dispatcher still needs to give authority past stop indication, since they're absolutes, even though they do not directly control them. However, it serves as a check to ensure that the train is properly following their issued track warrant or equivalent, since ordinarily a stop signal would indicate an approaching train in the opposite direction. In this case, the dispatcher simply checks to ensure that the train has the proper authority to proceed in terms of EC1, and that nothing conflicting has been set up - which theoretically is impossible these days with computer-aided EC1s.
As an additional comment, the siding-departure signals are two-headed because they are absolutes - the bottom head I believe is a fixed red. This follows the longstanding PM/C&O/Chessie/CSX rule that all absolutes have a minimum of two heads, the logic being that if one light burns out the other is still there to give at least a partial aspect, making it harder for it to be blown by without noticing as a dark signal theoretically could be.
More on the topic here: http://www.lundsten.dk/us_signaling/abs ... APB%20line.
- Tom49801
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Re: CSX Train Location Updates - March 2022
L303-31 update @ 17:40 - they are still stopped at the east end signal of the former Sunfield siding at mp CH110.9 There happens to be a MTO (Manager Train Operations) traveling on-board the L303 & they're still awaiting ruling to be made by upper management as to how to resolve the present issue for being stopped for red signal at a former siding (there're no longer any siding trackage or switches at Sunfield) & what is the procedure for getting a train by a Stop signal. RN said he was told this is to be treated as a Restricting issue & the on-board MTO wants to know who made that decision because the signal is still an Absolute Signal & is not an Intermediate Signal. So, the waiting game continues.
Seems more thought should have been given to include a rule for situations like these when a siding is removed but its Absolute Signals still remain in operation.
At 17:51 the ok was given to pass by the Stop signal (this saga began at 16:13)
Seems more thought should have been given to include a rule for situations like these when a siding is removed but its Absolute Signals still remain in operation.
At 17:51 the ok was given to pass by the Stop signal (this saga began at 16:13)
Last edited by Tom49801 on Thu Mar 31, 2022 6:04 pm, edited 2 times in total.
Re: CSX Train Location Updates - March 2022
Wrong thread, unless this is a play on last year's April Fools'LansingRailFan wrote: ↑Thu Mar 31, 2022 3:31 pmEB 3-unit M302 w CN 8848/CN 5693 and mid-DPU CN 2280 clear Waverly Rd. The Western Canadian lumber mills are back to production again as more than half the train was loaded lumber cars.
EB 4-unit A492 is still in Snow Yard
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Re: CSX Train Location Updates - March 2022
L303-31 @ 18:26 eastward reported by DD mp CH104.3 with 484 axles & 6,299 feet long. CSX engines #5444 + #5313 & 118 cars. He has work in Lansing.
After the DD report, a Maintainer had asked L303 where did they get a good signal after they had departed the red signal at mp CH110.9 & the 1st good signal was at mp CH105. Maintainer had said they had a pole down in Mulliken (mp CH104.3 area) & was wondering if that may have been the cause for their bad signals.
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Re: CSX Train Location Updates - March 2022
Amtrak P370-31 @ 21:52 eastward reported by the DD mp CG91.9 with 16 axles & 305 feet long. AMTK #82 & 3 SuperLiners.
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Re: CSX Train Location Updates - March 2022
Amtrak P370-31 @ 22:32:17 eastward Bangor’s Division St crossing cam mp CG60.93 with AMTK #82 & 3 SuperLiners (4 passengers Off at the station mp CG60.5)
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Re: CSX Train Location Updates - March 2022
Amtrak P370-31 @ 22:54 eastward reported by the DD mp CG44.2 with 16 axles & 317 feet long. AMTK #82 & 3 SuperLiners.
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Re: CSX Train Location Updates - March 2022
L302-31 @ 23:34 westward reported by DD mp CH126.3 w/ 340 axles. CSX engines #5334 + #769 & 82 cars.
Amtrak P370-31 @ 23:44 eastward reported by the DD mp CG19.1 with 16 axles & 307 feet long. AMTK #82 & 3 SuperLiners. He was re-crewed at the Holland Station mp CG25.3
Amtrak P370-31 @ 23:44 eastward reported by the DD mp CG19.1 with 16 axles & 307 feet long. AMTK #82 & 3 SuperLiners. He was re-crewed at the Holland Station mp CG25.3