Page 10 - July August 2014

EXTRA 4462 West
Train movements on the Baltimore and Ohio Paquettin Division and Bay End Sub­Division model railroad are governed by Timetable and Train Order (TTO). A Dispatcher authorises trains and their movement. Not all aspects of TTO are adhered to, but an attempt is being made to incorporate the important elements. Trains are assigned a priority. On the layout, timetabled passenger trains are Class 1 and timetabled manifest freights Class 2. In addition to timetabled trains the dispatcher may create extra trains, which have lowest priority. Extra trains progress in line with orders issued by the dispatcher. The golden rule is that inferior trains must not impede the progress of a superior train unless authorised by the dispatcher to do so. Timetabled trains must not depart from a station ahead of their scheduled time and, moreover, must keep their scheduled times for up to 12 hours unless authorised otherwise by the dispatcher. Lower­priority trains must clear the main track at least five minutes before the arrival of a superior train and ensure all turnouts are aligned to the main. This means that trains, other than Class 1 trains, must check the timetable and determine whether or not a superior train has passed a station, or is due, before making a move, to ensure that their planned move does not impede the progress of a superior train. It is worth noting that we have found it unnecessary to operate a fast clock even though journey times between various locations are short. The important thing is the timetable, and 3.00 pm, say, is 3.00 pm in real or fast time.
This article describes a typical train journey over the layout. For those who want to read more about TTO please email me at michaeltricker@yahoo.co.uk and I will email you a copy of a copy of the Baltimore and Ohio Paquettin Division and Bay End Sub­Division Operating Rules and Special Instructions. For those who want to delve further there are a number of books, notably ‘19 East Copy Three’ by Sprau and King, published by the Operations Special Group of the NMRA, and a number of excellent tutorials on YouTube (search on TTO tutorial). But for now let’s make the journey.
It is early morning, March 1954 at Bay End NJ. The sky is cloudless and the temperature below zero. Conductor Moignard and Engineer Webb were called at 6.30 am to run an extra train. It is now 9.15 am; they have finally received a clearance form and form 19 train order from the dispatcher. The combination of the clearance form and form 19 has created an extra train and gives permission for it to occupy the main track. More specifically, the clearance form is addressed to the Conductor and Engineer engine 4462 at Bay End track 3 with one train order. The form 19 train order reads ‘Engine 4462 run Extra 4462 West Bay End to Weston via Easton’.
Having checked their orders, the crew make sure that the car cards match their train and note that there are cars to be set out at Petersport, Port Trenton and Harmond en route to Weston (a schematic of the layout devised by Keith Webb is shown opposite). To facilitate switching along the route the train has been classified by the Bay End Yardmaster. No doubt there will be cars to pick up.
The next job for the crew is to check the timetable to ensure that any planned move of their extra does not impede the progress of a superior train. It is now 9.30 am. The crew notes that a Heston to Bay End Class 1 passenger train is timetabled to arrive at Bay End at 9.00 am. The crew check the train register at Bay End to ensure that the train has arrived. In this example it has. They also note that the next Bay End to Heston Class 1 passenger train is not due to depart Bay End until 10.30 am. This gives the crew ample time to proceed to the main, switch Petersport and clear the joint PRR/B&O main by taking the junction at Heston bound for Midtown. The crew seek verbal clearance from the dispatcher to depart Bay End. Once given, the conductor aligns the turnouts to the main and Extra 4462 West departs, reporting its time of departure to the dispatcher. Almost immediately the train stops to set out a gondola and pick up a Weston­bound reefer at the Petersport interchange. The dispatcher is notified of the arrival time. Once the switching
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work has been completed, the gondola car card is placed in the Petersport Interchange box and the reefer car card added to the other train cards. The train then proceeds to Heston. The conductor aligns the turnouts to the main and reports that Extra 4462 West has departed Petersport.
The train stops short of the junction at Heston and the turnouts aligned for Midtown. The dispatcher is notified of the arrival and departure times. Again the turnouts are realigned to the main once they have been cleared by the train. At Midtown the train needs to cross the B&O mainline at grade. The crew consult the timetable to determine which superior trains have passed or are due. Once they are satisfied that their movement will not impede a superior train, the crew set the turnouts and proceed to Port Trenton via Easton. Again the dispatcher is notified of the arrival and departure of the extra and turnouts are realigned to the main. The crew report their passage by Easton and are directed into Yard Track 2 at Port Trenton by the Yardmaster. The dispatcher is notified of their arrival and the crew realign the turnouts to the main. The extra crew spot a tank car at the Port Trenton Diesel Depot and another car for Eckingham on the local yard track. They add one car for Harmond and two Weston cars to their train. The conductor makes sure that all the car cards are put in the correct place. The time is now 9.55 am. The crew consult the timetable and see that there is a Weston to Easton passenger train due to depart Weston at 10.05 am and depart Harmond at 10.15 am. The crew are debating whether they can clear the main at Harmond by taking the siding before 10.10 am to allow the passenger train unimpeded progress when they receive a new clearance form and train order. The train order is addressed to the conductor and engineer Engine 4462 and reads ‘Extra 4462 West meet Extra 2874 East at Harmond. Extra 2874 East take siding’. Now that the Harmond siding is to be occupied by Extra 2874 East, the crew decide that there is insufficient time to reach the siding at Weston five minutes before the scheduled departure of the passenger train. They must wait till the train has passed Port Trenton. At 10.25 am the passenger train is by Port Trenton. The crew of Extra 4462 sees that the interlocking at the B&O/PRR grade crossing is set for the B&O main and Extra 4462 West departs for Harmond. The departure is reported to the dispatcher and turnouts are aligned to the main.
At Harmond, Extra 4462 West pulls clear of the east siding turnout to allow Extra 2874 East sufficient room to pick up an Upton­bound loaded coal hopper from the interchange track. Once Extra 2874 East has departed, engine 4462 removes two eastbound cars from the freight depot and places them on the interchange track (to be picked up by the next eastbound way freight) and spots its Harmond cars on the team track. The timetable is consulted and the Extra departs Harmond for Weston. Again arrival and departure times are reported to the dispatcher and turnouts are realigned to the main once the switching work has been completed. Extra 4462 West arrives at Weston at 10.50 am. Conductor Moignard and Engineer Webb hand the loco over to the Weston hostler and make for Mike’s Diner for a well­earned coffee and beans.
A 4462 meet
Photo: Mike Tricker
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