I went to the CERA meeting downtown Chicago on Friday using the BNSF-Metra knowing the revised schedule. Thought I could tust what they published. BNSF/Metra really messed this up. The inbound trip was before the track work started so it went normally but the outbound was a disaster. Modified Schedule called for the regular 8:40 PM departure to leave at 9:00 PM but the meeting didn't end until about 9:15 PM. So I and another individual chose to take the next train which was scheduled for 10:40 PM. No Big deal, right? WRONG! We arrived at CUS around 9:40 PM and around 10:10 PM the monitors showed the 10:40 as DELAYED. Then the announcement was heard stating that the inbound was delayed and passing RT 59 inbound. This at about 10:20 PM. More announcements followed with more delays. Finally, came an announcement that the 10:40 was cancelled and the equipment would depart as the final train for the night at 1:15 AM. We were allowed to board about 11:15 PM. When 1:15 came, we moved at track speed making scheduled stops. Train got to a point East of HILLS (just west of I 294) and stopped. We sat for about 20 minutes and then an inbound Z train passed us on track 2 (center. we ran the entire trip on track 1 North) After the Z train passed, we sat another 10 minutes or so. finally, we crawled into Hinsdale. Discharged passengers and crawled west coming upon the tie gangs working on BOTH track 2 AND 3. Many Machines on both tracks. Saw a HERZOG labeled power unit on track 3. Gangs were spread out all the way to Westmont. Got into Belmont Rd where I got off to go home about 2:45 AM. HEll of a way to run a railroad. Last year they did it with one gang working but didn't annul any sheduled commuter trains. Just had some 10-20 minute delays. When I was going to the train, there were a couple of METRA management individuals (suits) discussing whether to call an UBER totake them to Aurora. As I type this, I see a Metra Alert BNSF - Inbound Train #1322 sched. to arrive Chicago at 9:50 PM - 65 minute delay.
Also here is what they published about the work. If they had kept their word and run the trains as stated, I would not be unhappy. Their failure to recognize that they could not operate as planned was what caused my disgust.
Beginning Friday evening, Oct. 26 and through Sunday, Oct. 28, BNSF plans to replace 18,000 ties on the center track over a nearly 18-mile stretch between Hinsdale and Aurora. To accomplish what is normally a three week project in three days, the BNSF will deploy two large track gangs and extra equipment, working three 10-hour days.
“By condensing the project timeline, BNSF is truly working to minimize the impact on our riders” said Metra CEO/Executive Director Jim Derwinski. “If this project were to proceed under the normal three-week timeline, our morning rush hour trains would be delayed throughout by slow orders. By using this accelerated schedule, BNSF is limiting the impact on customers to one weekend.”
Working on the center track impacts service on all three tracks for worker safety and for the slow orders required anytime a portion of track is disturbed. BNSF plans to have the crews begin work onFriday evening, Oct. 26. The track gangs will work 10-hour shifts on Friday, Saturday and Sunday and plan to return the track to service in time for the morning rush hour Monday, Oct. 29.
To accommodate the work schedule, Metra will cancel four trains Friday evening and adjust schedules on five others. Train numbers 1294, 1295, 1298 and 1299 will be cancelled while train numbers 1293, 1296, 1297, 1324 and 1325 will operate on adjusted schedules. On Saturday and Sunday, all trains will be subject to a 10-minute construction delay en route and schedules will be adjusted for train numbers 1323 and 1329. BNSF also plans to divert freight traffic from the work area for the duration of the project.
Motorists and those who reside near the work zone should be advised that the project will not block rail crossings except for brief periods while the equipment is moving through a crossing. However, train horns will sound while trains pass through the work zones.
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Once the track structure has been disturbed by a T&S gang and the track is placed back in service - First train over the limits of the work is restricted to 10 MPH with MofW personnel observing how the track responds to the passage of the train. Presuming that everything looked good after the first train, the speed over the track will be raised to 25 MPH and it will stay at 25 MPH until a specified amount of tonnage has run over the track. After MofW inspects the track after the specified tonnage has run over the track and if everything is OK then the track will be OK'd for track speed.
On Amtrak, which under normal circumstace, don't handle tonnage trains procedures most likely are different.
Never too old to have a happy childhood!
BaltACD ChuckCobleigh Apropos of this, maybe, a gaggle of track equipment was moving east through La Plata MO this evening, though being that far from Chicagoland I would have expected to see it moving on flats instead of on the rails. There were some spike pullers, tie wranglers and at least one electromagnet unit, among other equipment. Were I to guess, I would say that the equipment I saw on the webcam feed was more likely being used on the Marceline subdivision somewhere. T&S gangs in many cases have to 'Tram' a number of miles between their work area and their tie up area. The tie up area needs to be a spur track that will permit the equipment to be worked on and serviced for the next days activities, additionally it needs to be at a point where transportation (company busses) can get to the location to be able to transport all the equipment operators, mechanics and supervision to lodging facilitites (for the most part 'camp cars' are a thing of the past). With plant and customer 'rationalization' there are fewer and fewer spurs that are available to safely tie up the highly mechanized track gangs with all their equipment near where they gang will be working. I have heard it can take up to two hours to get ALL the equipment 'in' the track and functioning at their designed tasks - by the same token at the end of the day the lead elements of the gang will stop working at a designated point and move out of the way to allow all the following machines to complete their tasks upto the same point. Today's mechanized gangs require a great amount of logistical support in all aspects of their jobs to perform their duties efficiently.
ChuckCobleigh Apropos of this, maybe, a gaggle of track equipment was moving east through La Plata MO this evening, though being that far from Chicagoland I would have expected to see it moving on flats instead of on the rails. There were some spike pullers, tie wranglers and at least one electromagnet unit, among other equipment. Were I to guess, I would say that the equipment I saw on the webcam feed was more likely being used on the Marceline subdivision somewhere.
Were I to guess, I would say that the equipment I saw on the webcam feed was more likely being used on the Marceline subdivision somewhere.
T&S gangs in many cases have to 'Tram' a number of miles between their work area and their tie up area. The tie up area needs to be a spur track that will permit the equipment to be worked on and serviced for the next days activities, additionally it needs to be at a point where transportation (company busses) can get to the location to be able to transport all the equipment operators, mechanics and supervision to lodging facilitites (for the most part 'camp cars' are a thing of the past).
With plant and customer 'rationalization' there are fewer and fewer spurs that are available to safely tie up the highly mechanized track gangs with all their equipment near where they gang will be working.
I have heard it can take up to two hours to get ALL the equipment 'in' the track and functioning at their designed tasks - by the same token at the end of the day the lead elements of the gang will stop working at a designated point and move out of the way to allow all the following machines to complete their tasks upto the same point.
Today's mechanized gangs require a great amount of logistical support in all aspects of their jobs to perform their duties efficiently.
There's been times on our two main track/CTC territory where they just had the gangs leave their equipment tied down on one of the main tracks. It's a testament to the time, as Balt noted, about starting up and shutting down the gang. Also to how much traffic volumes had dropped.
I've also seen where they put down temporary skeletonized track panels with a removable jump-frog type switch. (It allows MOW machinery to ride up and over the main track rails. No conventional switch needed.) A testament to all the tracks that have been removed over the years.
Jeff
BaltACDadditionally it needs to be at a point where transportation (company busses) can get to the location to be able to transport all the equipment operators, mechanics and supervision to lodging facilitites
UP does considerable work on Tehachapi Pass every year in January and February, it would seem. Often, there is a string of MOW “green flats” sitting on a siding east of downtown when this occurs, mostly empty but occasionally some equipment is left on them. A large number of UP MOW vehicles can be found parked in the lot of the Fairfield Inn west of downtown when this is going on, that is to say, in the evenings and very early morning. There are a number of set out sidings to park the machinery on overnight. All in all, a very well organized effort, albeit heck for daytime train watching when it is going on.
I noticed last Friday (10/19) that wood ties were staged along the right of way. from Hinsdale to Downers Grove.
The work is scheduled to occur during overnight hours (10 hour shifts).
It was reported elsewhere that one gang will start at Hinsdale and work west. The other gang will start at Lisle and work west.
With the work occuring at night, I would expect that Metra and Amtrak will operate their usual number of trains and the BNSF daytime freight operations will continue.
ChuckCobleighApropos of this, maybe, a gaggle of track equipment was moving east through La Plata MO this evening, though being that far from Chicagoland I would have expected to see it moving on flats instead of on the rails. There were some spike pullers, tie wranglers and at least one electromagnet unit, among other equipment. Were I to guess, I would say that the equipment I saw on the webcam feed was more likely being used on the Marceline subdivision somewhere.
Metra has placed weekend BNSF Line timetables for October 26-28 in the racks at Chicago Union Station: https://metrarail.com/node/6331
Apropos of this, maybe, a gaggle of track equipment was moving east through La Plata MO this evening, though being that far from Chicagoland I would have expected to see it moving on flats instead of on the rails. There were some spike pullers, tie wranglers and at least one electromagnet unit, among other equipment.
Presuming wood ties - you should already see new ties distributed where the replacements will take place - at least that is what I have observed when tie & surfacing gang operate.
BNSF will replace over 18,000 ties on main #2 (center main track) this weekend. Can someone give us the project from a railfanning perspective...will freigh traffic be annulled...will the crews work from both ends of the project (Hinsdale and Aurora) and work towards the middle...etc.? Any and all information will be appreciated. Thanks.
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