cefinkjr xjqcf cefinkjr I don't think any signal on the PRR flashed and the only flashing signals on the NYC increased the maximum speed from medium to limited ... in addition to whatever else each aspect indicated (Clear, Approach, etc.). Not sure if this was started under PRR but at least as of Penn Central but a two "arm" signal with the upper arm horizontal and the lower arm flashing upper quadrant diagonal (from lower left to upper right) was Medium Approach. If not flashing it is Slow Approach. It is interesting that former PRR subsidiary Long Island Rail Road never adopted this modification The flashing aspects were shown in my NYC Rule Book (dated 10/28/56 with updates dated 10/25/64 and 2/1/66). The exceptions you describe are also the kind of thing that would have been defined in the regional Employee Timetable. I have a Central Region ETT here but it doesn't show any flashing signals. That's also the kind of thing that was most commonly found further east where blocks were shorter and there was a lot more traffic to control. Does anyone wonder that we were confused when going from one part of the PC to another?
xjqcf cefinkjr I don't think any signal on the PRR flashed and the only flashing signals on the NYC increased the maximum speed from medium to limited ... in addition to whatever else each aspect indicated (Clear, Approach, etc.). Not sure if this was started under PRR but at least as of Penn Central but a two "arm" signal with the upper arm horizontal and the lower arm flashing upper quadrant diagonal (from lower left to upper right) was Medium Approach. If not flashing it is Slow Approach. It is interesting that former PRR subsidiary Long Island Rail Road never adopted this modification
cefinkjr I don't think any signal on the PRR flashed and the only flashing signals on the NYC increased the maximum speed from medium to limited ... in addition to whatever else each aspect indicated (Clear, Approach, etc.).
I don't think any signal on the PRR flashed and the only flashing signals on the NYC increased the maximum speed from medium to limited ... in addition to whatever else each aspect indicated (Clear, Approach, etc.).
Not sure if this was started under PRR but at least as of Penn Central but a two "arm" signal with the upper arm horizontal and the lower arm flashing upper quadrant diagonal (from lower left to upper right) was Medium Approach. If not flashing it is Slow Approach. It is interesting that former PRR subsidiary Long Island Rail Road never adopted this modification
The flashing aspects were shown in my NYC Rule Book (dated 10/28/56 with updates dated 10/25/64 and 2/1/66). The exceptions you describe are also the kind of thing that would have been defined in the regional Employee Timetable. I have a Central Region ETT here but it doesn't show any flashing signals. That's also the kind of thing that was most commonly found further east where blocks were shorter and there was a lot more traffic to control.
Does anyone wonder that we were confused when going from one part of the PC to another?
In reviewing this UP Signal chart - the only aspects with a flashing bottom red indicate Restricting
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Never too old to have a happy childhood!
Hey Trains, is it posible to adjust the volumn of the cam from the site or the stream? My job entails editing videos and I have to stop the video because of the sound from the stream.
DANIEL W POOLEJust saw a massive general freight roll by on UP heading East on the northern main line. Had 3 engines up front and a single DPU with 124 cars in the front half and 133 cars in the rear half. 258 total rail cars. This was about 30 minutes ago.
We saw that guy in Lombard, too! He was a manifest--it took over five minutes for him to get by us (track 1), and a westbound scoot went through (track 3) while he was still crossing at Grace. When we got to Elizabeth (our crossing to get home), another eastbound (stacker) went through (track 2). Probably the high point of the day for me.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
Oh, and Balt, thanks for posting the UP rules showing the flashing red signal. Did I not say exactly that when the subject came up?
It should be noted that there is only one signal on the westbound home signals at Rochelle, so the light is both top and bottom, as it were.
CShaveRR DANIEL W POOLE Just saw a massive general freight roll by on UP heading East on the northern main line. Had 3 engines up front and a single DPU with 124 cars in the front half and 133 cars in the rear half. 258 total rail cars. This was about 30 minutes ago. We saw that guy in Lombard, too! He was a manifest--it took over five minutes for him to get by us (track 1), and a westbound scoot went through (track 3) while he was still crossing at Grace. When we got to Elizabeth (our crossing to get home), another eastbound (stacker) went through (track 2). Probably the high point of the day for me.
DANIEL W POOLE Just saw a massive general freight roll by on UP heading East on the northern main line. Had 3 engines up front and a single DPU with 124 cars in the front half and 133 cars in the rear half. 258 total rail cars. This was about 30 minutes ago.
It wasn't for me. I had that on the west end. Started out ok. About 50 miles to go and the air brake flow on the DP started going up. Had been showing no flow off the lead consist until then, when it too started rising. We were developing a big air leak. It started getting bad enough that the DP's air compressor was having trouble maintaining main reservoir pressure when in dynamics or idle. We called the dispatcher to send the MIC (mechanic in charge, utility mech dept person) out to meet us. The flow getting kept getting worse that we stopped a few miles short of where we wanted to meet him. I had hoped to get where the tracks were real close to US 30.
By that time, a westbound local that runs at night came at us. They rolled slowly by, found the leak and stopped. An air hose coupling was coming apart. They fixed us up. The conductor had been on the way back so he returned to the head end. The MIC also headed for home. We started up and everything looked good. We went about 10 miles, were doing 35 to 40 mph when we went into emergency. Conductor started back and the dispatcher recalled the MIC. The condr found the problem by the MIC got back to us. Same car. An air hose bracket that holds up the air hoses on extended drawbar cars was slightly bent. It allowed the air hoses to hang low enough to hit a high crossing panel. Fortunately, we didn't break in two. They were able to raise and secure the hoses so hopefully they had no more trouble.
The train was 146 loads, 93 empties, 20435 tons and 14923 feet long.
Jeff
jeffhergert CShaveRR DANIEL W POOLE We saw that guy in Lombard, too! He was a manifest--it took over five minutes for him to get by us (track 1), and a westbound scoot went through (track 3) while he was still crossing at Grace. When we got to Elizabeth (our crossing to get home), another eastbound (stacker) went through (track 2). Probably the high point of the day for me. It wasn't for me. I had that on the west end. Started out ok. About 50 miles to go and the air brake flow on the DP started going up. Had been showing no flow off the lead consist until then, when it too started rising. We were developing a big air leak. It started getting bad enough that the DP's air compressor was having trouble maintaining main reservoir pressure when in dynamics or idle. We called the dispatcher to send the MIC (mechanic in charge, utility mech dept person) out to meet us. The flow getting kept getting worse that we stopped a few miles short of where we wanted to meet him. I had hoped to get where the tracks were real close to US 30. By that time, a westbound local that runs at night came at us. They rolled slowly by, found the leak and stopped. An air hose coupling was coming apart. They fixed us up. The conductor had been on the way back so he returned to the head end. The MIC also headed for home. We started up and everything looked good. We went about 10 miles, were doing 35 to 40 mph when we went into emergency. Conductor started back and the dispatcher recalled the MIC. The condr found the problem by the MIC got back to us. Same car. An air hose bracket that holds up the air hoses on extended drawbar cars was slightly bent. It allowed the air hoses to hang low enough to hit a high crossing panel. Fortunately, we didn't break in two. They were able to raise and secure the hoses so hopefully they had no more trouble. The train was 146 loads, 93 empties, 20435 tons and 14923 feet long. Jeff
CShaveRR DANIEL W POOLE We saw that guy in Lombard, too! He was a manifest--it took over five minutes for him to get by us (track 1), and a westbound scoot went through (track 3) while he was still crossing at Grace. When we got to Elizabeth (our crossing to get home), another eastbound (stacker) went through (track 2). Probably the high point of the day for me.
DANIEL W POOLE
2nd occurrence on the same car(s) on my carrier is cause to get the car(s) set out at the first opportunity. See you are running punny little trains too!
The white balance seems off today ...
rdamon The white balance seems off today ...
Time to adjust the rabbit ears; the picture is getting kinda snowy.
And the trains are considerably quieter, too. With the few snowfalls I've seen, I've always been impressed by how quiet everything is.
_____________
"A stranger's just a friend you ain't met yet." --- Dave Gardner
rdamonThe white balance seems off today ...
The white seems very balanced on both lines.
At what depth does snow start to become a hassle for RR operations?
mloikAt what depth does snow start to become a hassle for RR operations?
As long as switch heaters work properly, when you are approaching 2 feet the snow begins to be an operating problem. If switch heaters aren't working, a dusting can bring a line to a halt. All this presumes you aren't in an avalanche area or an area where cuts can drift full with 18-20 feet or more of snow.
Sometimes it isn't the depth. Fine, blowing snow can get into traction motors and clog air filters.
jeffhergert Sometimes it isn't the depth. Fine, blowing snow can get into traction motors and clog air filters. Jeff
ChuckAllen, TX
BaltACDAs long as switch heaters work properly, ...
What are these "switch heaters" you speak of?
Packy snow can be a real problem - if you neglect to sweep out the points of an unheated switch (we don't normally run in snow) before you throw the switch, you'll be chipping out packed snow/ice. Made that mistake, once...
Remember, too, that it is often necessary to walk - a task made more difficult as the snow gets deeper. And if you're out on the line, packy snow and unlevel ground (as in a nicely tapered ballast) make nasty bedfellows. Walking a 100 car train to look for a dynamiter or stuck brake in 3 feet of snow, well....
Snow brings other problems, too. Visibility for one - both for the crew, and for the snow that can block some signals. Combine wet, sticky snow and wind and watch out.
Crossings can be a problem, if the flangeways get filled with ice.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Thanks all. Looks like rain on the snowpack today. That's a meteorological recipe for flooding of creeks and small streams.
Cannot use webcam today- housing is covered with rain/snow/spider... who cleans this?
Spoke too soon- it has cleared off somehow!
tree68... snow that can block some signals.
Heard recently that snow is the reason for the red aspect to always be the bottom light of any group; there is then no lower light whose hood could allow snow to block the red light. Sounds reasonable to me.
tree68 BaltACD What are these "switch heaters" you speak of?
BaltACD
Switch heaters keep power switches moving on CTC SIGNALED lines as the Dispatcher is hundreds if not thousands of miles removed from the individual Control Points that require switch operation. Hand throw switches require manual broom operation, the only heat available will come from the broom operator.
BaltACDSwitch heaters keep power switches moving on CTC SIGNALED lines as the Dispatcher is hundreds if not thousands of miles removed from the individual Control Points that require switch operation. Hand throw switches require manual broom operation, the only heat available will come from the broom operator.
I knew that - see them all the time. Just not on our line...
Rochelle Twilight:
Jim in Costa Rica
Modeling freelance Northern California late 1930s
JimInCR Rochelle Twilight:
See talk of trains that passed, I saw a BNSF mixed freight with three units pass on the front one of which seemed to be an Alco C420 did I really see this or just a trick?
Looks like the maintenance crew is using some compressed air or other gas today. Are they blowing snow or ice out of the diamond's flangeways?.
The maintenance workers just had a brief rest--a train of empty flats went by. Some of the flats had a cradle close to each end; most of them were simply flats. It seemed to me that the truck on one end of these was closer to the end of the car than the truck on the other end was.
Johnny
anyone else note how much quieter the diamonds are with the snow. Two UP's passing now and little impact noise on the crossing.
Has anyone else noted how the snow quiets the diamonds? Two UP's passing now and the normal bang bang is muted.
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