Came across this and a few other videos from this location, and found this interesting operation. NS trains get lined across the diamond per the dispatcher as per usual. £n the CN, however, they have to stop just before the diamond, blocking a busy downtown area, and have the conductor walk out to a small control box to only get a restricting indication to proceed across the diamond. This isn’t an insignificant line, in fact, it’s just about as busy as the intersecting NS line. The diamond isn’t OWLS either, just a typical cut-rail diamond. Why does CN still use this tactic, even when a number of less busy lines, including shortlines on dark territory, use the dispatcher controlled method? Are there any other locations that have operations similar to this?
Video link: https://youtu.be/xUmOsO4sBfA?si=F2CUhUOyLcWi3glu
Impractical Diamond
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cole1020
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Impractical Diamond
Last edited by cole1020 on Mon Sep 16, 2024 8:23 pm, edited 2 times in total.
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Typhoon
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Re: Inefficient Diamond?
Is it always that way, or just the day it was filmed? Signal issues are not uncommon.
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cole1020
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Re: Inefficient Diamond?
No, other videos in Hattiesburg show CN doing the same practice.
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NSSD70ACe
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Re: Impractical Diamond
Manual interlockings are still fairly common, but not so much on busier lines. It’s entirely possible that it has something to do with how the CN governs operations on their line, perhaps restricted limits that are bisected by the NS diamond? Without seeing the timetable to see what type of traffic control system is in use, it’s difficult to say for sure.
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Erroneous Monk
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Re: Impractical Diamond
https://www.multimodalways.org/docs/rai ... 8-2007.pdf
Word search Hattiesburg to find the interlocking, it was the fourth result for me.
It appears the Beaumont Subdivision operates under TWC and that the Hattiesburg interlocking itself is also within a yard limit.
Here's the rules in the handbook as well
CN crews are governed by these instructions:
Employee at the crossing will notify the engineer of the color of the light at the key release. Red light or no light indicates NS train in approach to interlocking, wait six minutes. Then if no movement is evident on conflicting routes, operate key release. Within six minutes signal should clear and remain clear for 5 minutes.
Green light indicates no NS train in approach to interlocking, Insert key in key release. Turn key as far to the right as possible, hold 5 seconds and remove key. Signal will clear and remain clear for 5 minutes.
If signal does not clear after operating release, movement over crossing may be made if no conflicting movement is evident by a signal being given by trainman standing at the crossing. Trainman must remain at crossing until engine or leading car reaches the crossing.
FWIW the line to Mobile seems to see less than five trains per day.
Word search Hattiesburg to find the interlocking, it was the fourth result for me.
It appears the Beaumont Subdivision operates under TWC and that the Hattiesburg interlocking itself is also within a yard limit.
Here's the rules in the handbook as well
CN crews are governed by these instructions:
Employee at the crossing will notify the engineer of the color of the light at the key release. Red light or no light indicates NS train in approach to interlocking, wait six minutes. Then if no movement is evident on conflicting routes, operate key release. Within six minutes signal should clear and remain clear for 5 minutes.
Green light indicates no NS train in approach to interlocking, Insert key in key release. Turn key as far to the right as possible, hold 5 seconds and remove key. Signal will clear and remain clear for 5 minutes.
If signal does not clear after operating release, movement over crossing may be made if no conflicting movement is evident by a signal being given by trainman standing at the crossing. Trainman must remain at crossing until engine or leading car reaches the crossing.
FWIW the line to Mobile seems to see less than five trains per day.