For sake of further discussion, is there really any need for a runaround at TOM, temporary or otherwise? Reference has been made to operational safety. I'm not involved in WW&F operations, but based on my experience on other railroads I do wonder what would actually be gained by running around cars at TOM and then pulling them up The Ladder with the locomotive at the south end, in the current absence of automatic train brakes. Logically, the practice of pushing cars south from EOT, which has been done successfully for some years now, seems "safer" in the event of a coupler and safety chain failure (however unlikely we hope that is). The present mode of operation north of Alna Center completely avoids this risk.
On the other hand, avoiding a potentially dangerous stop on a steep grade at a new EOT partway down The Mountain is also entirely logical, particularly with a major washout or landslip just beyond. Utilizing TOM siding, in its original stub-ended format, as the temporary "main" line would also accomplish this. The switch itself could normally be clamped in the thrown position, with a procedure for authorizing removal of the clamp established in the operating rules so as to allow access down the grade for work trains or other special operations.
By way of reference to Ken Flemming's "keep it simple" comment, this would eliminate paying for, building, and ultimately removing one or two superfluous switches, would allow accurate restoration of TOM siding including keeping the mainline switch at its original location, and would satisfy both of the critical safety functions mentioned above - which I believe are the essential ones identified in every discussion of this issue.
-Jon Chase (looking forward to seeing other work weekend regulars in a few weeks)
