[Date Prev][Date Next] [Chronological] [Thread] [Top]

Re: (erielack) MOW on the EL

Paul and listers,
   
   
  The EL had what was known as a Special Order recap that came out late Friday night for the following Monday.  At least that was the way it worked on the New York Division.  Other divisions may have done it differently.  
   
  Each location where train and engine crews went on duty had to have this posted for all to read and copies for all who needed the Recap.  Each Tower also got copies of the Recap as well as the train dispatcher's office and the idividual dispatcher desk.  Maintenance of Way folks would line up during the previous week for the next week.  I'm sure the Division Engineer okayed everything before sending thev request for such work to the operating department.
   
  Any single tracking or what ever type of work would be listed on this Recap.  If it became necessay to do any additional single tracking etc that would be done via train orders to operators (towerman) and those trains affected. 
  
Before any such work began, the dispatcher would check with each location to be sure the recaps were posted and what day and time they were posted.  Once the dispatcher was certain all areas were covered he could allow the work to begin.
   
  Decisions as to what direction of traffic would move first through single track operations or DETOURS as EL called them, would be made between the chief dispatcher and the trick dispatcher.  It all depended on importance of traffic east or west or what hot trains you might have out on your territory.
   
  On single track operations prior to the new rule book issued in 1965, operators would work any manual switches.  Of Course if a DETOUR were between two interlockings then thoise towerman would be in control of lining trains into and out of the track with the dispatcher having final say.
   
  After 1965, a conductor would be at the entering end (such as running against the current of traffic in ABS territory) and a brakeman/trainman would be at the leaving end of the single track.
   
  Hope this helps.
   
  Rich Pennisi
   
   
  
 "Tupaczewski, Paul R (Paul)" <paultup_@_lucent.com> wrote:
  Hi folks,

There's been a lot of talk about continuous welded rail on the EL, and here's a question by extension: How was maintenance of way on EL lines "blocked out?" Obviously in those days before giant floodlights, all the work had to be done during the day. I assume this was planned way in advance to allow train crews and dispatchers to start planning for detours and/or delays, as well as to get the MOW crews staged for their jobs?

Would crews be given train orders at the nearest tower instructing them how to proceed through the maintenance area? And how did the dispatcher keep in touch with the MOW crews - radio, telephone?

I was just thinking that might be a neat thing to throw into a modeling operating session to give the dispatcher and crews a bit of a challenge - let's say an EL tie-replacement crew is working on a main. How would the proper way be of handling such an event?

- - Paul


The Erie Lackawanna Mailing List
Sponsored by the ELH&TS
http://www.elhts.org


 		
- ---------------------------------
Do you Yahoo!?
 Get on board. You're invited to try the new Yahoo! Mail.

	The Erie Lackawanna Mailing List
	Sponsored by the ELH&TS
	http://www.elhts.org

------------------------------