BUCKEYE YARD, Columbus, Ohio
Yard and Interlocking Diagrams are Here
PC's Buckeye Yard was conveyed to Conrail on 4/1/76 and later NS on 6/1/99.
The following information is from a PC booklet which was used to familiarize
employees with Buckeye Yard and was reprinted in the May-June 1984 issue of
"Rails Northeast" which, with its earlier incarnation "PC Railroader", is a
fantastic source of information on the Penn Central Railroad.
RECEIVING YARD The receiving yard consists of seven tracks located adjacent to and west of the classification yard. Normal track centers are 15 foot with 20 foot spacing on alternate tracks to provide roadways for service motor vehicles. A running track is located on the west side of this yard. The receiving yard track switches are manually operated except at the base of the hump and at the north end of tracks 3, 4, 5 and 6 lead. Electric switches located at the north end of the receiving yard are operated automatically by the computer or from a button located on the switchstand. Power switches at the base of the hump are operated from the hump conductor's console or from a button located on the switchstand. Flashing white or yellow lights identify an aligned and locked route through a series of power switches. Each switch is also equipped with white, yellow and red lights. White - Switch aligned for lead Yellow - Switch aligned for diverging route Red - Stop HUMP The hump, located east of the receiving yard, is 23 feet above the classification yard. The two leads extending south of the hump are called the East Hump lead and West Hump lead. These leads have capacity for humping 190 and 110 cars respectively. Controls for the hump operation, including hump engine signal controls and automatic routing, are operated from the hump conductor's console. The hump locomotive cab signals are operated manually from the hump conductor's console or automatically from the computer. Signals trans- mitted via radio to the hump locomotive indicate desired speed, forward, reverse, or stop. The north gradient of the hump is sufficient to provide the rolling energy to drop cars into the classification yard. The exit velocity of each car, or cut from the retarders is determined by use of a mathematical formula for equating car rolling resistance measurement, distance to travel before coupling, track and curve resistance, car weight, wind velocity, etc. The moving cars are controlled by a retarder system consisting of a master retarder and four group retarders, to assure a four mile per hour coupling speed. The car speeds through the retarder are monitored by radar scanners located ahead of the retarder sections in the center of the track. This information is entered into the computer and the computer automatically computes the retarder pressure required and activates the controls, thus controlling the speed of the car. Operation of all switches at the hump end of the classifi- cation yard is controlled by the computer through an auto- matic route selection control program. Wheel sensors are used to track each car through the assigned route into a selected track. Electronic loops (presence detectors) built within each switch, identify the magnetic field of a car and prevent the switch from being operated. A pin-pull retarder (PPR), located immediately north of the hump crest, is operated with a push button on the conductor's console, High load detectors (photo-electric cells) are located at four elevations above the rail ahead of the master retarder. The height of the car or carload measured by the photo cells is correlated with the pre-assigned height of the classification. The computer will determine if a car will clear the route restrictions of the assigned classification. The retarder control tower is located on the east side of the classification yard adjacent to the group retarders. Equipment is provided for manual control of retarders and switches when operations require countermanding the auto- matic controls of the computer. The retarder console display shows switch list line number and track number for each car or cut entering the master retarder. Upon request for each classification track, a visual display shows track capacity, cars in track and distance to coupling. Other control features include equipment failure and mis-route alarms and track clearance lights. CLASSIFICATION YARD The classification yard consists of 40 tracks. The tracks are divided into four groups of 10 tracks each. The car capacity of the tracks ranges from 42 to 61 cars each, with a total capacity of 2,060 cars. These tracks are on 14 foot centers. The body of the yard is on a very slight descending grade of .08% which is a non-accelerating grade. Inert re- tarders located at the north end of all classification tracks are designed to stop the movement of free rolling cars at the end of the classification track. The pull out (north) end has two stub-end "drill tracks" connected into the two classification yard ladders. These drill tracks are connected through a series of cross-overs to the departure yard leads. The cross-overs between the pull- out leads and the departure yard are powered by electric switch machines controlled from the pull-out conductor's tower. The pull-out conductor's panel contains push-button switch controls, switch position and route lights and departure track shove signal lights. Track circuits prevent the power switches from being operated when a specific route is occupied. When necessary, switches may be con- trolled from the push buttons on each switchstand. DEPARTURE YARD The departure yard is located east of and parallel to the classification yard. The track capacities range from 145 to 169 cars with a total capacity of 1,234 cars. A running track is located on the east side of the yard. Alternate tracks are placed on wide track centers (twenty foot) to permit operating motor vehicles between tracks for car inspection and repair purposes. All other departure yard tracks are on fifteen foot centers. A yard air system provides outlets every 50 car lengths throughout the yard. Track circuits, 300 feet from the clearance point of each departure yard track, are connected with shove signal lights on the pull-out conductor's panel. This system is related to the pull-out engine assignment through the control panel. Three high signal lights (one for each pull-out engine) are located adjacent to the departure yard. LOCAL YARD The local yard, located east of the north end of the depar- ture yard, consists of 4 tracks with a total capacity of 168 cars. The north end of the local yard is connected with the classification yard pull-out tracks and the south end is connected with east runner. Future expansion provides for construction of six tracks on the east side of the yard. CABIN SERVICING TRACKS A cabin servicing facility is located at the north end of the departure yard between the departure and classification yards. This facility includes two stub-end tracks adjacent to a paved roadway, a supply building, a fuel storage tank, water hydrants and battery charging equipment. CAR REPAIR FACILITY The car repair facility is of the progressive or spot repair yard and is located immediately west of the classification yard. There are three tracks in this facility: two light repair tracks with hydraulic jacks and jib cranes and one medium repair track inside the building. An area on the east side of the shop building is planned for the future construction of an additional track. Shop tracks are equipped with electrically operated derails and power operated locks. Spring derails are located at the south end of the shed to prevent cars from rolling back into the "spot" area. Controls for the derails and car movers are on a panel located in the car repair building. CAR CLEANING FACILITIES The cleaning facility consists of two 34-car tracks located west of the car repair facility. A paved roadway between the two cleaning tracks, overhead street lights and water hydrants at 100-foot stations are provided for this opera- tion. These tracks and the car repair facility tracks are accessible from the drill tracks at the north end and the hump leads at the south end. DIESEL LOCOMOTIVE SERVICING AND REPAIR FACILITIES The diesel service and repair shop located west and south of the receiving yard consists of two service tracks, five sand and fuel spots and inspection pits. The nine "ready" tracks adjacent to the servicing facility hold 53 units. A loop track for turning units is located south of the ser- vice tracks and repair shop. The locomotive repair shop located west of the service facility has two through tracks of capacity for housing four units. Equipment includes an overhead crane and a single wheel drop pit serving both through tracks. ROADWAYS Roadways provide access to all sectors of the facility. En- trances are located on Trabue Road at the south end and Roberts Road on the north end. Parking lots are located at (1) north end, (2) hump yard office, (3) car repair facility and (4) diesel facility. COMMUNICATIONS RADIO SYSTEMS The Road Radio provides radio communication between all road trains, the diesel service tower, crew caller and yard- masters. The Maintenance-of-Equipment Radio is provided for the car inspection repair personnel. It consists of portable and mobile radio units. The Hump Engine Radio channels are for communication between the hump conductor, crew and hump engines. The Pull-out Engine Radio channels provide communication between the pull-out locomotive engineers and the conductors and crews assigned to the train make-up operation. The Maintenance-of-Way Radio is basically for mainten- ance-of-way forces. The yard masters and trainmasters have access to this channel for such use as might be required. The Yard and Industry Engine Radio channel is assigned to serve the yard, other than the hump and pull-out and industrial crews. Yardmasters and train dispatchers have access to this channel. The Hump Cab Signal System is used for transmitting signals to the hump engine. The conductor, pin-puller, car inspector and car retarder operator have access to an over- ride button to place engine cab signals in "stop" position. TELEVISION SCANNING SYSTEM A closed circuit television system is provided for viewing trains entering the receiving yard. This system consists of three cameras located on leads to the receiving yard and monitors located in the hump yard office. Track circuits located in advance of the cameras will cause approaching trains to activate a bell in the yard office and alert the classi- fication clerk of the train arrival. TALK-BACK SPEAKER SYSTEM There are five separate talk-back systems in the yard. Each system is connected to a separate control point and is identified by color code on the speakers. A speaker station in the field can be activated by momen- tarily pushing the push button on the speaker. This will cause a chime to sound and a lamp signal to light on the control console over the key associated with that speaker. The five talk-back systems are: HUMP YARDMASTER SYSTEM - 5 Speakers (Orange) Speakers are located at the south end of the receiving yard. HUMP CONDUCTOR SYSTEM - 3 Speakers (Green) Speakers are located near the pin-puller and car inspection pits. DIESEL FOREMAN SYSTEM - 9 Speakers (Black) Speakers are located in the diesel fueling and "ready track" area. RETARDER OPERATOR SYSTEM - 4 Speakers (Yellow) Speakers are in the retarder area. NORTH YARDMASTER SYSTEM - 27 Speakers (Silver) Speakers controlled by the north end yardmaster are located at the north end of the receiving yard, on each end of the departure and local yards, along the ladders at the north end of the classification yard and adjacent to the drill tracks. DIAL TELEPHONES -PBX Dial telephones are located throughout the yard. The phones are in weather-proof gray boxes marked "tele- phone". Yellow striped boxes are for communication with the block operator at Buckeye. Green striped boxes are for communication with the north end yardmaster. Phones identified by yellow and green stripes can be used for either purpose. Instructions for operating these phones together with frequently used numbers are located inside the box. FACSIMILE SYSTEM Facsimile transmit and receive units are located in (1) the hump building, (2) north end locker building and (3) car repair facility. This equipment is used to transmit switch lists between the hump yard office and the north end office, and car release lists from the car repair office to the hump office. PNEUMATIC TUBE SYSTEM A pneumatic tube extends from the hump yard office to the retarder tower and is used for the handling of switch lists between these locations. YARD LEADS AND RUNNING TRACKS The inbound and outbound leads connecting the receiving yard and departure yard with the Chicago, Cincinnati and Toledo mains and the receiving and departure running tracks are under the jurisdiction of the north end yardmaster. YARD OPERATION TRAINS ENROUTE The yard operation is designed to combine traffic of common destinations into designated classifications and trains. The procedure begins with the advance consists of trains enroute received on teletype printers located in the hump yard office. These reports are converted into punched cards for machine processing information used to program the yard operation. The train header and car movement cards of the advanced consist are combined with pre-punch- ed program control and classification cards and entered into the computer. The computer is programmed to compile the classification summary reports and the Group Tally Report from this input and, upon demand, will display the information on the yardmaster's Cathode Ray Tube (CRT). TRAIN ARRIVAL The operator at Buckeye tower controls movement of trains into and out of Columbus Yard. When trains approach Columbus Yard, the operator will obtain permis- sion to direct the trains into the yard from the north end yardmaster. The north end yardmaster will request a receiving track assignment from the hump yardmaster and will operate the yard track indicator located adjacent to the appropriate inbound lead. Three yard track indicators identified as N, S and NE govern the entrances to the yard. Trains from the north enter receiving yard tracks 3, 4, 5 and 6 lead through power switches and tracks 6, 7, 8 and 9 via manually operated switches. These power switches are operated automatically when the arriving train occupies the yard track indicator circuit. Power switches located at the south end of the receiving yard or between the hump leads and the receiving yard are operated from the hump conductor's console. These switches may be operated manually by push button on the switch when route has not been assigned or the track circuit occupied. (An assigned route is identified by flashing lights on switch stand.) HUMP LIST PREPARATION The classification clerk will record the car initial and num- ber of the inbound train consists as the train passes the TV camera. The verified consist is correlated with the waybills and a switch list prepared. The switch list is made from car movement cards and pre-punched classification and track cards sorted in arrival sequence. Header cards are added to the switch list cards and entered into the computer through a card reader. The computer will check each car of the consist with each entry in the reconsignment, diversion and advance billing table. (Note: The reconsignment, diversion and advance billing table contains new shipping instructions for up dat- ing car movement records. These instructions are entered into the computer whenever received in the yard office.) If a car in the consist matches an entry in the table, an up-dated card will be produced for the train consist. At the completion of this check, the computer will print the verified switch list on the high speed printer. Cars matched in there- consignment-diversion table will show the reassigned classi- fication track on the switch list- This stored consist is ready for switching and/or the following reports: 1. Group Tally CRT or Teletype 2. Receiving Yard Status CRT or Teletype 3. Verified Switch List Printer 4. Crest Status CRT INSPECTION AND BLEEDING After the train has entered the receiving yard, the car in- spection forces will operate a signal button from the receiving yard control board to indicate the inspection and bleeding have started. Upon completion of bleeding and inspection, signal buttons will be operated to indicate inspection complete and train bled. Control boards for these computer inputs are located at each end of the receiving yard. HUMP OPERATION By means of the CRT, the yardmaster can determine the status of all tracks in the receiving yard. This display shows: Track Train Direction Arrival Time Cars Inspection Start Time Inspection Complete Time Bleed Time List Verified Hump Request When a cut is ready to hump, the yardmaster will enter into the computer the track numbers in sequence of doubling and the hump lead to be used. The hump conductor instructs his engine crew which track to hump and lead to use (east or west) and operates the power switches to align the route between the receiving yard and hump lead. The CRT Crest Status shows the next four cars of the hump switch list to be classified, indicating to the hump con- ductor, the line number, car initial and number and classi- fication track. HUMP INSPECTION Inspection pits are provided on the hump approach for ^ car inspection. Automatic equipment provided to check flanges and dragging equipment will activate an alarm in the conductor's office and inspector's pit when defects are de- tected. A car inspector will note any defective condition of car, determine is repair can be made in the departure yard or if car must be shopped and adivse the hump conductor the car initial and number of the defective car. Cars to be repair- ed in the departure yard will continue to assigned class track. The conductor presses the /BAD ORDER/ button and the window button associated with the car. Cars requiring move to the shop are classified to designated shop tracks by pushing the (LOAD RIP or EMPTY RIP) button and correct window button. The car inspector also notifies the assistant car foreman (yard) of car initial, number, defect and disposition of cars found defective on hump inspection. The car repair foreman will be notified of defective cars advanced to the departure yard by the north end yardmaster from the class inventory summary report, (to be described later). HIGH CAR INSPECTION Car height is measured after car passes the crest of the hump. If a car exceeds the height for the assigned classifi- cation, an alarm sounds. The conductor presses the /HI HOLD/ button routing the car to the hold track or permits the car to continue to its assigned class track, in which case, he presses the /HI CAR/ (high car) button. This "flags" the car as a high load in future print-outs and shuts off the alarm. PIN—PULLER RETARDER A pin-puller retarder located near the crest of the hump is activated by use of'PP" button on the conductor's console. This retarder is used to assist in uncoupling cars when slack is required. RETARDER CONTROL Separate controls for each section of the master and group retarders provide for automatic or heavy, light or open manual settings. Extra heavy application is obtained manually by pushing EXTRA HEAVY button with control lever in heavy setting. Signal alarms provided on the retard- er console denote: 1. Mis-route (must acknowledge) 2. Presence detector failure (must acknowledge) 3. Track clearance alarm (must acknowledge) 4. Power failure 5. Retarder failure 6. Test section failure 7. Radar failure 8. Long cut detection 9. Switch failure When trimming a track or when a cut is pulled from the classification yard via the hump end, the retarder operator manually controls the switches. The retarder operator can prevent a switch from being activated by operating a manual switch lever on the retarder control console. TRIMMING Work required in the body of the classification yard is generally handled by the north end crews. However, when trimming or pulling back tracks for humping, switches are aligned by the car retarder operator. The trim signal located on the hump facing the classification yard governs movements between the class yard and the hump. A hump bypass track controlled from the retarder tower provides for returning to the receiving yard. END OF TRAIN After the final car of a cut has been humped and list changes entered into the computer, the conductor will push the EOT button. Operation of the end of train button will automatically print a corrected switch list on the yard office printer and will up date the classification track inventory. TRAIN MAKE UP The north end yardmaster is responsible for the make up of all trains. Prior to pulling each track in the classification yard, the car inventory of the track is requested. The class track inventory summary is requested by the use of the teletype. When the track inventory is received, the yardmaster instructs the conductor to pull the cars from the track. The conductor is furnished the first and last car number on each track to be pulled, including the initial, number, location and disposition of mis-routed cars. When a track has been pulled, the yardmaster is notified of first and last car number and disposition of mis-routes. If the first and/or last car number does not agree with class tally, a check for the error is made. If required, the yardmaster will correct the computer list. The yardmaster, with use of the teletype, will report cars removed from the classification tracks. When the tracks are reported "pulled" to the computer, a complete list of the cars pulled from the tracks will be printed in the yard office. In making up a train, the conductor uses the push-button Route Selection System on the pull-out conductor's con- sole to align routes between the classification and the de- parture yard. The departure tracks are equipped with shove signals. These signals are repeated on the pull-out conductor's con- sole. Track circuits are designed to detect occupancy within 300 feet of the clearance point at the south end of the de- parture yard. The wayside signal and the light on the con- ductor's console will go out when the circuit is occupied. TRAIN DEPARTURE Upon completion of make up of the train, the yardmaster notifies the assistant car foreman (yard) to inspect the train i and the cars previously reported as being defective by the hump inspector. (The defects reported by the hump inspector are identified on the pull-out summary report). The time the inspection ends is entered into the computer by the car inspector from control panels located at each end of the departure yard. Buttons are provided on these panels to indicate engine on and air on for each departure yard track. The departure yard display is a status report available to the yardmaster through the CRT. When the assigned groups have been assembled in the de- parture yard, crews and locomotives ordered, waybills and running reports completed and the car inspection finished, the train is ready to depart. The conductor assigned to the outbound train will obtain permission for the train to enter main tracks from the operator at Buckeye. The following departure yard record maintained in the computer file will be printed automatically when the train leaves the yard: 1. Departure yard track 2. Train symbol 3. Direction 4. Estimated departure time 5. Inspection start time 6. Inspection complete time 7. Crew ordered time 8. Crew arrival time 9. Locomotive call time 10. Locomotive on train time 11. Air inspection complete time 12. Train departure time RECEIVING YARD TRACK CAR CAPACITY Track Number Car Capacity 0 Future 1 Future Roadway 2 Running Track 3 170 Roadway 4 176 5 176 Roadway 6 105 7 102 Roadway 8 98 9 98 DEPARTURE YARD TRACK CAR CAPACITY Track Number Car Capacity 1 169 Roadway 2 166 3 166 Roadway 4 147 5 147 Roadway 6 149 7 145 Roadway 8 145 Running Track Roadway 9 Future 10 Future STATISTICS TRACKAGE No. of Tracks CAR CAPACITY 1. Classification Yard 40 2,060 2. Receiving Yard 7 925 3. Departure Yard 8 1,284 4. Car Repair 8 65 5. Car Cleaning 2 68 6. Local Yard 4 168 7. Diesel Facility 16 - 8. Caboose. 2 30 ------------------------------------------------- Total Car Capacity 4,510 Total Acreage - 453 Total Track Mileage - 88 Length of Yard - 4.5 Miles Width of Yard - 2,200 feet Height of Hump - 22.5 feet CAR CAPACITY AND ASSIGNMENT TRACK CAPACITY CLASS I-10 Future tracks 11 42 Rip 12 42 Fairgrounds 13 44 Transit Warehouse 14 44 Frontier 15 46 Collinwood 16 46 Selkirk 17 48 Richmond 18 48 Logansport 19 50 L & N Hoppers 20 50 C & 0 21 52 Moraine 22 52 L&N Misc. 23 54 Southern 24 54 Elkhart 25 57 N & W 26 59 Scottslawn 27 59 Enola 28 61 Sharon 29 61 Local 30 61 Grogan 31 61 Avon 32 61 Conway 33 61 Hoppers 34 59 Thurston (THU-1) 35 59 Weinon 36 57 Mingo 37 54 MarysviUe 38 54 PLE 39 52 Niuo 40 52 S. Columbus 41 SO Stanley 42 50 Dickinson 43 48 Gallon 44 48 Grand view 45 46 Cleanouts 46 46 Yard "A" 47 44 Rockport 48 44 Zanesville 49 42 Westinghouse 50 42 Hold 51-60 Future tracks