RRHX
Growing Up at "Town Line"
Michigan's Internet Railroad History Museum
Chapter 2
The Layout
Outside
Town Line controlled the MCRR main line at Greenfield Road, as well as the entrance to the advanced departure yard (Junction Yard) and the wye tracks to Schaefer Tower, YD and Toledo. The interlocker (electric, model board) controlled the EB and WB signals, as well as switch electric locks for main line switches. The yard switches, including the switch between the New and Old wye were manual and outside of the interlocker. All switches during this era (1963) were hand throw.
For EB traffic to Detroit, trains on the normal #2 eastbound main had a three-light signal at the entrance to the interlocker. There was an EB train order signal (controlled from the shanty model board) but it was never used as train orders were no longer used within the Detroit yard limits. The signal always remained dark. EB traffic running against opposing traffic on the #1 westbound main were permitted through the interlocker only by hand signal from the tower operator.
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WB traffic going towards Wayne and Jackson had a similar WB signal when using the normal #1 main track. If running WB against opposing traffic on #2, they were permitted through the interlocker only by hand signal from the tower operator.
Trains leaving the wye's or tracks 4,6,8 or 10 (advanced departure yard) were permitted to enter the interlocker via hand signal. This was also enforced by a derail (see map) which was thrown by the junction switch which was locked through the interlocker.
The west crossover (to the left of the shanty) was electric locked and both switches of the crossover were thrown together by a large (6') pole switch. This crossover was used constantly by trains leaving the advanced departure yard going to their correct WB main track. The east crossover (to the right of the shanty) was also electric locked, but it had two individual switches. The operator needed to throw both to clear trains between tracks. It was not used very often.
The third and final interlocked switch was the junction between track #2 (EB main) and the yard/wyes. This switch was very hard to throw, especially in winter, because you were also lifting the derail off the lead about 100 feet down the track (the switch and derail had a connecting pole). All switches had individual kerosene heaters under the track between the ties for better winter operation.
The WB train order signal was attached to the shanty itself and would only display a "yellow" train order signal (or off/black) indicating that Form 19 train orders were awaiting WB trains. This train order signal affected all WB trains, including those leaving the yard. Automatic train order hoops were installed on both mains (EB near the junction switch and WB just east of the shanty). It should be noted that no EB trains received written orders, but the stand was used for WB trains leaving the yard and wyes.