CSSHEGEWISCH While the diamonds themselves take a pretty good beating, there are a lot of other things that need work. I can recall that IHB seemed to have a full-time M/W crew at Hammond crossing, much of the work involved appeared to involve keeping the crossing from sinking into the mud. Difficulties were compounded by the fact that some of the diamonds were in the middle of a grade crossing (Hohman Avenue).
While the diamonds themselves take a pretty good beating, there are a lot of other things that need work. I can recall that IHB seemed to have a full-time M/W crew at Hammond crossing, much of the work involved appeared to involve keeping the crossing from sinking into the mud. Difficulties were compounded by the fact that some of the diamonds were in the middle of a grade crossing (Hohman Avenue).
tree68 Smokemyshorts I also have noted the work being done on the diamonds goes on almost every day. I have read about the beating the diamonds take. What I am curious about is what exactly are they doing every day when they are working out there? Welding - adding material to the various portions of the diamond that do take a beating.
Smokemyshorts I also have noted the work being done on the diamonds goes on almost every day. I have read about the beating the diamonds take. What I am curious about is what exactly are they doing every day when they are working out there?
I also have noted the work being done on the diamonds goes on almost every day. I have read about the beating the diamonds take. What I am curious about is what exactly are they doing every day when they are working out there?
Welding - adding material to the various portions of the diamond that do take a beating.
Don't forget the grinding after the welding! Smoke first, then sparks.
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...
Each crossing agreement is unique. It usually is the junior road that is either responsible to perform and pay for the maintenance or at least pay for the maintenance. With variations on the second track. However, it can be hard to determine who the junior road is without examining the contract. A good example of this is the Wabash (now NS leased to Metra)/GTW crossing at Ashburn, Illinois. History will show that the Wabash was the first company there with a track. But the GTW had purchased their right of way first. Usually, in the contract it takes the form of the first company granting an easement to the second company to cross the first company's property and tracks. At Ashburn, the Agreement grants the Wabash the permission to cross the existing right of way of the GTW.
Another interesting case is Grand Crossing (75th Street) Chicago. The Illinois Central claimed it was there first when it came time to determine who was going to pay for the cost of the bridges. And the IC easily beat the PFW&C and NKP. If you look at the Northern Indiana Railroad (NYC) Board of Director's Meeting Minutes, they discuss allowing the IC to cross their already in place tracks. The IC Centennial history describes that it took the IC moving in the dead of night to install their crossing of the NI. Ultimately the agreement governing the PRR and NYC bridges over the IC took arbitration and a book length agreement to resolve.
mudchickenNot uncommon to see contractual trade-offs on joint facilities when the history of whoever added the second track first (CNW's came in 1898) comes into play. Those contracts can be over a foot thick of paper and exhibits. Uncle Pete's and Big Nasty's track charts say UP maintains even though the UP side (Galena & Chicago Union RR) got there first in 1855. ... Have seen multiple times over the years when both railroads throw their welders at the crossing when there is a really bad break or multiple breaks on (a) frog insert(s). [If one track is out of service, and the other crossing frog on that o/s track needs help, why not? They don't call 'em diamond$ for nothing.]
Those contracts can be over a foot thick of paper and exhibits. Uncle Pete's and Big Nasty's track charts say UP maintains even though the UP side (Galena & Chicago Union RR) got there first in 1855. ... Have seen multiple times over the years when both railroads throw their welders at the crossing when there is a really bad break or multiple breaks on (a) frog insert(s). [If one track is out of service, and the other crossing frog on that o/s track needs help, why not? They don't call 'em diamond$ for nothing.]
That foot thick stack of the Joint Facility contract, will also define who pays what percentage of the costs of the party that actually does the maintenance. It is not always at 50/50 split.
Never too old to have a happy childhood!
Not uncommon to see contractual trade-offs on joint facilities when the history of whoever added the second track first (CNW's came in 1898) comes into play.
On a couple of occasions, I have been able to catch the door logos on the MOW trucks arriving at the diamonds and they are definitely UP logos. The "heavy" trucks in use are identically configured as ones I have seen many times in Tehachapi. So, the company actually doing the maintenance appears to be UP.
It may be that BNSF is the junior road, but how come the maintenance trucks are always on the UP rails?
Semper Vaporo
Pkgs.
The rule of thumb is that the junior road is responsible for the maintenance of the crossing, related signals, etc. In this case, BNSF is the junior road.
Generally, every time I turn on my computer, I check on what kind of train activity is going on on the Rochelle IL diamond complex. Nearly every day I see a crew inspecting and/or repairing the diamond. Does anyone know which railroad, BNSF or UP, is responsible for the maintenance of the diamond? Goldspike 1
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