evening
Ns was clear when I left work.Getting things around for Matt's party next Saturday.Article in the paper said the bridge project date was being pushed back.Might have other bridges to fix too after all the rain that we have had.Glad tomorrow is Friday.
stay safe
Joe
Deshler Ohio-crossroads of the B&O Matt eats your fries.YUM! Clinton st viaduct undefeated against too tall trucks!!!(voted to be called the "Clinton St. can opener").
afternoon
Ns had a mess from last night in Swanton.Lady crashed into a power pole then the SUV went onto the railroad tracks.The Ns train went into emergency and hit the Suv causing cars to derail.It was an intermodal train with some mini propane tankers in the consist.Ns is using the wabash route to detour trains.There is a coal train in the siding at work.The driver has been indentified but not found as of yet.Matt has to do dishes tonight.Chores to do here as well.
Sorry
The Suv was left on the tracks.When the train derailed it did knock down the power poles.Friend did go to Swanton and show how close the containers came to taking out a house.Reroutes are on csx as well.Long weekend for clean up for NS.
And, on top of that, the driver apparently left the scene, presumably on foot.
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...
tree68 And, on top of that, the driver apparently left the scene, presumably on foot.
I wonder if Farmer's will cover that one.........
Randy Vos
"Ever have one of those days where you couldn't hit the ground with your hat??" - Waylon Jennings
"May the Lord take a liking to you and blow you up, real good" - SCTV
Went out and walked on the new trail in town.It's all planked down above the swamp and woods.Saw 2 trains on Csx after the walk and ice cream stop.Farmers are out and about trying to get some crops in.Guessers say rain tomorrow.
Very early in this thread, there was reference to CN and UP requiring a minimum of seven cars on Amtrak trains.
What is that all about? What would be the reason for that?
LO: Effective electrical shunt on even rusty track to run at speed. (and enough noise for pneumonic motion detectors to not be tuned out)
Oh I had to laugh today at something I had come across my desk. A driver in California no less was caught hauling a hazmat load without a valid CDL no medical card and no logbook. The kicker is he was pulling a brokered load for guess which mega carrier. Here's a hint they are normally white trucks with SWIFT on the trailer. His CDL was expired since 95 his medical card since 93 his truck was older than California allows into the state that's why he was picked for the inspection. Swift is going well his Dot number was good. FMCSA people I know are going time to really see what those people in Phoenix are using. Swift might be so screwed with this one that even their insurance and self insurance gets revocked.
Lithonia Operator Very early in this thread, there was reference to CN and UP requiring a minimum of seven cars on Amtrak trains. What is that all about? What would be the reason for that?
We start each season dealing with "rusty rail conditions," and must approach each signalled crossing prepared to stop and flag. Of course, our rail sits all winter with zero traffic. Once it's polished a bit, things get back to normal.
mudchicken LO: Effective electrical shunt on even rusty track to run at speed. (and enough noise for pneumonic motion detectors to not be tuned out
LO: Effective electrical shunt on even rusty track to run at speed. (and enough noise for pneumonic motion detectors to not be tuned out
mudchicken, I appreciate the response. But could you expand on this a bit? Is this related to signals? I’m just not a technical guy. Any further explanation would be greatly appreciated.
Lithonia Operatormudchicken, I appreciate the response. But could you expand on this a bit? Is this related to signals? I’m just not a technical guy. Any further explanation would be greatly appreciated.
I'm not MC, but here goes:
Railroad signals (crossing and block) work buy introducing a small electrical current to the rails. If there is no train, there is nothing to close the circuit, so no train is detected, resulting in no crossing equipment activation, etc.
Under normal circumstances, when a train is present "on the circuit," the uninsulated steel wheels close (shorts) the circuit and all is well. Crossing protection is activated, block signals display per the expected, etc.
If the rails are rusty, there may not be enough contact between the rails and the wheels to provide that short and the train may not be detected. This could result in a train arriving at a crossing without the protection of gates and lights, which could have dire results.
Of course, the operation of signals is a good deal more complicated, involving coded signals sent to the rails, possible Doppler detection (through the rails) of a train's direction and speed, and even information sent to the locomotives via the rails (cab signals) among other things.
tree68 Lithonia Operator mudchicken, I appreciate the response. But could you expand on this a bit? Is this related to signals? I’m just not a technical guy. Any further explanation would be greatly appreciated. I'm not MC, but here goes: Railroad signals (crossing and block) work buy introducing a small electrical current to the rails. If there is no train, there is nothing to close the circuit, so no train is detected, resulting in no crossing equipment activation, etc. Under normal circumstances, when a train is present "on the circuit," the uninsulated steel wheels close (shorts) the circuit and all is well. Crossing protection is activated, block signals display per the expected, etc. If the rails are rusty, there may not be enough contact between the rails and the wheels to provide that short and the train may not be detected. This could result in a train arriving at a crossing without the protection of gates and lights, which could have dire results. Of course, the operation of signals is a good deal more complicated, involving coded signals sent to the rails, possible Doppler detection (through the rails) of a train's direction and speed, and even information sent to the locomotives via the rails (cab signals) among other things.
Lithonia Operator mudchicken, I appreciate the response. But could you expand on this a bit? Is this related to signals? I’m just not a technical guy. Any further explanation would be greatly appreciated.
Thanks, tree. So, with having at least seven cars, that means that the front of the train will clean off enough rust that then at least the latter part of the train will short the circuit?
Lithonia OperatorSo, with having at least seven cars, that means that the front of the train will clean off enough rust that then at least the latter part of the train will short the circuit?
That, or the sum of the less-than-optimal contacts will make for enough electrical contact to do the necessary shunt.
tree68 Lithonia Operator So, with having at least seven cars, that means that the front of the train will clean off enough rust that then at least the latter part of the train will short the circuit? That, or the sum of the less-than-optimal contacts will make for enough electrical contact to do the necessary shung.
Lithonia Operator So, with having at least seven cars, that means that the front of the train will clean off enough rust that then at least the latter part of the train will short the circuit? That, or the sum of the less-than-optimal contacts will make for enough electrical contact to do the necessary shung.
Lithonia Operator So, with having at least seven cars, that means that the front of the train will clean off enough rust that then at least the latter part of the train will short the circuit?
That, or the sum of the less-than-optimal contacts will make for enough electrical contact to do the necessary shung.
Any railroad that is run over in daily or more frequent use that requires the passage of 32 axles to establish a proper shut across the rails - must have 'Rust Trains' operating on a hourly basis to generate the required level of rust on the rails.
UP & CN - give me (and Amtrak) a F'n break on your 'justifications'.
Never too old to have a happy childhood!
It may well depend on the sensitivity of the circuitry, since CN north of the border had no issues running three car RDC trains in the past. I would be inclined to point the finger at the IC portion as having more problematic sensing issues. CPR would even operate single RDCs in CTC territory. They were required to run at least two on the Toronto-Buffalo service though because of problems on the PennCentral portion. The VIA service between Sudbury and White River (Ontario) generally uses a pair of RDCs on CPR's main line.
John
cx500It may well depend on the sensitivity of the circuitry,...
Likely a factor - and the amount of effort the signal folks want (or are able) to put into keeping the system tuned.
One must remember that it's not an all-or-nothing adjustment. There is bound to be some "leakage" between the rails depending on moisture, salt (around northern road crossings) and any number of other possibilities. Finding (and keeping) the right balance may be a challenge. Too sensitive and it's false positives, not sensitive enough and it's failed activations.
On little used backtracks at crossings, it is not uncommon to see welders bead on a zig-zag pattern on top of the rail trying to scuff-up and get a little better conductivity / noise in the rail.
Can't speak to other places, but CA had a mandatory rule after a court case where a gate system activated late.
tree68 cx500 It may well depend on the sensitivity of the circuitry,... Likely a factor - and the amount of effort the signal folks want (or are able) to put into keeping the system tuned. One must remember that it's not an all-or-nothing adjustment. There is bound to be some "leakage" between the rails depending on moisture, salt (around northern road crossings) and any number of other possibilities. Finding (and keeping) the right balance may be a challenge. Too sensitive and it's false positives, not sensitive enough and it's failed activations.
cx500 It may well depend on the sensitivity of the circuitry,...
Back in the day - when Budd RDC cars and diesel engines were both 'new'. The B&O discovered that a single Budd car or a single diesel operating at maximum allowed track speed would provide the necessary inputs to the signal system faster than the relay based system could respond to the inputs - thus track occupancy DID NOT get acknowledged and signals did not go to STOP behind the operation of single RDC's or diesel engines. The 'fix' was to require two or more for track speed operation, for 30 MPH operation singles could still be operated. CSX carries these operational restrictions through to this day.
With signal systems becoming electronic operations today, one would think the downside of relay based signal systems are being engineered out of todays signal systems.
In March, 1968, I came rode B&O #109 (one RDC) from Baltimoreto Washington in 55 minutes (4 stops). In June, I rode #106 (two RDCs) from Washington to Baltimore in 40 minutes.
It was an interesting experience to buy my ticket from Chicago to Baltimore. The ticket seller in Grand Central had some trouble understanding that I wanted a rail ticket to Baltimore, but a sleeper ticket only to Washington.
Fare structures were interesting before Amtrak came up with its ownstructures--A ticket Chicago to Baltimore cost the same as a ticket Chicago to Washington--no matter whether you rode PRR or B&O
Also, Montgomery, Ala., to Washington apparently was the same whether you went through Atlanta, or through Waycross, Ga.--the ACL had a through New York-Montgomery coach.
Johnny
Ns was clear when I left work.Got two items in the mail.One was the annoucement that the Fostoria train show will be September 28th.The other was from Matt's school.He is officially now a Senior.Chores here to do at home.
CSX units 911 (First Responders) and 1776 (Military) are, at this moment, being thronged by railfans while they sit at South Deshler. They just turned south to head for Cincinnati and eventually Tampa with a train of ethanol.
Reportedly, the engineer called for assistance due to the railfans all over the place.
Fortunately, that wasn't the case some years ago when a friend of mine called me about a ConnDOT FL9 (in NH colors, no less) that showed up at Clyde while en route from Boise back to its home rails. Nobody else was around and I got nice pictures from off the property with no problem.
Yes Tree I heard about the excitement in Deshler.Pizza is ordered for Saturday night.They are sending a pie along as well.Ns had a hotshot intermodal come east after work.Crews looked like they were stringing new lines on the poles by the tracks.Matt has to go do dishes tonight.Chores to do here myself.
Ns had some cars uptown when I left work.Came home and mowed the swamp.The lady who left her SUV on the tracks in Swanton turned herself in.One more day at work this week.
Rain here in Nw Ohio.Ns was clear when I left work.Ran errands in town.The ND&W was switching plenty of cars around.Tomorrow is flag day.It is also Matt's birthday.We will be finding trains somewhere tomorrow.His party is on Saturday in Deshler.Chores to do here.
Rained all day in Syracuse, which was bad for the vendors with outside displays (mostly fire trucks). The next two days don't look to get any better.
Took in a couple of great presentations and bought a new fire helmet. Back down tomorrow for more classes. Might buy a few more things, but...
I get news updates concerning the commuter service on the Metra line through town. This one came over earlier this afternoon:
"A freight train may be blocking access to the platform for inbound train #48 at Winfield and Wheaton. Customers will have to wait for inbound train #50."
Two stations blocked by one train...I was hoping it was in one piece, even though that would mean that the train was close to three miles long! Of course, curiosity got the better of me, so out I headed. Pat chose to stay home and celebrate National Sewing Machine Day.
I arrived at Wheaton to see the hind end of a train on Track 1, blocking Main Street. Track 1 is the usual track for inbound (eastbound) Metra trains, and this guy was headed west ("headed" is not used to construe motion here, just which way the power was pointed).
I continued west past the station at Wheaton, passed under the train on County Farm Road, and came into Winfield, noting that the power--two GE units--was sitting at the Winfield station, and that Winfield Road was still clear. Nonetheless, the train was still in excess of 2.5 miles long [over 15,000 feet, according to a friend of mine].
The good news for me is that it was a manifest train [MPRNP], so would be worth watching whenever it started up. I expected that to be within the hour, since (as is typical) the commuter trains are separated by an hour.
I parked the car, and walked toward the station, just in time to hear the engineer whistling off! Talk about good luck...by the time I got to the station platform the train was moving. My notepad was at the ready. Besides looking for interesting cars, I decided to count them--not an easy multitasking pair. After the 102nd car in the train came a single distributed-power unit, also GE. But it was about at that point the the train stopped again.
I took advantage of the pause to get some detailed information off one freight car along the platform (numbers and letters stamped into the steel, showing lot number, ordering number, and date...a very accurate backup to information usually on file). There were another 104 cars after the DP unit.
Metra Train 50, meanwhile, wasn't quite due yet. By checking the signals on the way home through Wheaton, I could see that it was using Track 3 to avoid the monster freight. I'd heard that the westbound scoot had already been delayed, so when I got to College Avenue I wasn't surprised to catch both trains at the station there, with 50 having crossed over to Track 1 at University Control Point. That train, by the way, didn't lose much time on account of the freight--it was less than five minutes late at Lombard (and by the time I got back to Lombard it was long gone!).
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)
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