Yes, we still have a couple different types of strap-on ice spikes, or other traction (shoe chains) available in the PPE (personal protection equipment) vending machines. A couple of years ago, they started issuing TE&Y people LaCrosse footwear equipped with cleats. Engineers receive a two buckle overshoe, train and switchmen were getting a four buckle type that also had a lining. Many conductors complained about it making their feet and ankles too hot and sweaty. Recently, they've started giving conductors the two buckle type and have approved another company's product. It's a four buckle type, dosen't have a lining and the bottom is more rigid. I've only worked with one conductor who had the new type, and he seemed to like them better.
Jeff
One does not want to lose your footing next to a moving car. Ice in the walkways probably (slipping hazzard) is a bigger issue than ice in the flangeways.
Used to be, train and track forces were issued "ice grips" in the winter (strap on cleats)...which usually got lost shortly thereafter. Are those things even issued anymore?
Everybody on the railroad is out busy cleaning switches and heavilly used areas long before (if ever) they get to rural switches. (those rural industries rarely maintain or clear snow on their side of the division of ownership like they are supposed to do anyhow)
Experience, mostly...and attitude can't be ruled out.
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)
One of Foreigner's very best !
Rich
Alton Junction
Is there any set procedure for determining if it's too icy? Or, is it simply based on experience of what the train crew has dealt with in the past?
Thanks to Chris / CopCarSS for my avatar.
The crew doing the spotting is capable of, and empowered to, make a decision like that. If they are putting themselves in any jeopardy, they can make that call. There have been brakemen who have died by being crushed between a derailed car and a loading platform.
zugmann If the flangeways are full of ice, it can derail a car.
If the flangeways are full of ice, it can derail a car.
After a night of snow, and no train running for six hours, vehicles would pack the snow quite nicely in the flangeway; if the temperature was just right, the compression action would be sufficient to partially melt the snow, which would then freeze into a substance more like solid ice rather than hard-packed snow.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
Over the weekend the weather wizards told us were in for the blizzard of all blizzards. As usual, they were wrong. We got some rain, 1.3" of snow, and colder weather. I spoke to a man yesterday from a wholesale lumber company in town. It seems BNSF had parked their cars outside theier gate, and said it was too icy to spot the cars. Who makes the determination that it's too icy? How do they make that determination? I thought that a 268,000# car would simply crush the ice off the tracks. Any thoughts?
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