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As has already been said, authority would depend on if the wye was main track or not. If main track it would depend on what the main track territory was, ie CTC, ABS, Track warrant control etc. If the wye was main track I think the most likely way traffic through the wye would be controlled, in other than CTC territory,would be for the wye to be an interlocking. Any train approaching the wye would have to stop and contact the dispatcher or access a lock box to line the switches and set the signals.In Portland we have a quadruple wye if you will (Peninsular Jct) . It's a 90 degree crossing diamond with curves connecting each leg of the diamond, essentially creating four wyes. Penn Jct. is CTC territory with four control points, one for each route.I highlighted the different routes (sorry my mouse drawing skills are fairly lacking)
Being an operations person, fascinating to see all of the different ways a Wye is handled under the rules in effect.Particularly like the idea of the CTC operation. Signal in, signal out.
Is this just a simple stub wye for turning an engine?The concept of track authorities only applies to main tracks. Usually such a wye would not be main track(s) so would be under rules for "other than main track" where basically anyone can use it but travel at restricted speed able to stop in under half the range of distance.If the wye is a junction between main routes, it's likely that one leg of the wye is one main track, the second leg is the second main track joining it, and the third leg is probably a non-main track (connecting track). Main track authorities would apply right up to the junction switch.
Scott: Portland has so many wyes partly because it had lines going in, literally, every direction. Many of them were either interchanges, or junctions between two lines of the same road, and in both cases, trains went along all of the possible routes. A few have been abandoned, but there are still a lot of routes in and out of town
Is the BN (SP&S) line to Astoria still in use?