Railroading through the flood waters.....

[CMStPnP]

This is video shot from last fall (2018).    I am actually surprised they traverse flooded tracks due to lack of visibility of the ROW to see if it is intact and also I would think the water would get up into the bottom of some of those grain hoppers (maybe they are not loaded) and mold the grain?

https://www.youtube.com/watch?v=XR5Iz3kuV1g

 

[BaltACD]

CMStPnP

This is video shot from last fall (2018).    I am actually surprised they traverse flooded tracks due to lack of visibility of the ROW to see if it is intact and also I would think the water would get up into the bottom of some of those grain hoppers (maybe they are not loaded) and mold the grain?

https://www.youtube.com/watch?v=XR5Iz3kuV1g

As I recall - CSX Train Handling Rules allowed operation through water deemed to be 2 inches above the top of the rail.  That I am aware of train crews do not stop an measure the water - they make an estimate from their position on the locomotive and act accordingly.

The West End of the Howard Street Tunnel in Baltimore is below Inner Harbor Level - during heavy Thunderstorms the low spot frequently floods.  There are pumps associated with the location, however, at high tide and with heavy rain fall - there is nowhere that the pumps can move the water to.  After the first report of water ATR MofW personnel respond and monitor the situation.

[mudchicken]

The track supervisor/ motor car inspector is out there before and after any train movement, FRA 213 rules demand it. Rules about how deep the water can get vary by railroad, but locomotives do not move over submerged rail until it's checked by M/W (who isn't afwaid to gets their widdle feets wet) up until a depth of 2-5 inches above top of rail. Any higher than that and you get into the traction motor covers/ casings PLUS the traction motor blowers start ingesting/ sucking up water (not a good thing, is some cases you can turn the t/m blowers off)... Any wheel bearing submerged in water will require an immediate truck and bearing inspection & lubrication by mechanical forces before those railcars are allowed to go anywhere. Gaging depth is usually determined by looking at the water and how much the pilot clears it by. Grit in the turbid water tends to be a bigger headache than the water itself.

[diningcar]

MC, thanks for stepping in on this as one who has been there -done that. Too many opinions are expressed without real experience. You are certainly well respected for the clarity with which you elaborate on those things you have had experience.

[mudchicken]

(too many years of being in the Watson Yard swamp in LA, Watson to West Thenard(SP Long Beach X-ing) was always in a hole (Lake Watson) between the Shell and UnoCal refineries jus inland from Pacific Coast Highway)

Traipsing around in standing water was one place steam engines had an advantage over diesels.At Lake Watson, I can remember hi-railing through there with water up to the door of the truck, stepping off the running board into waist deep dirty water

[Paul of Covington]

mudchicken

Traipsing around in standing water was one place steam engines had an advantage over diesels.

    Being a lover of steam, I remember feeling kinda smug around 1960-ish when reading that somewhere up north, one railroad pulled some steam engines out of mothballs to pull trains through flooded areas.

[MidlandMike]

Aren't they afraid that a train might collapse a water logged fill?

[CSSHEGEWISCH]

Paul of Covington

 

mudchicken

Traipsing around in standing water was one place steam engines had an advantage over diesels.

 

 

    Being a lover of steam, I remember feeling kinda smug around 1960-ish when reading that somewhere up north, one railroad pulled some steam engines out of mothballs to pull trains through flooded areas.

 

It may not be quite what you remember.  During the 1965 floods on the Upper Mississippi, CB&Q used 4960, which was still in excursion service, to pilot some trains through high water areas.  I do not believe that 5632 was used in that service and at that late date I don't think that any serviceable steam locomotives were in storage.

[Paul of Covington]

CSSHEGEWISCH

It may not be quite what you remember. During the 1965 floods on the Upper Mississippi, CB&Q used 4960, which was still in excursion service, to pilot some trains through high water areas.

   I didn't think it was that late, but it coulda been.   After all these years the details are kinda fuzzy in the old memory.

[mudchicken]

Mike: Roadmaster's call. (For the same reason that getting over a broken rail or failed joint is the track department supervisor's call. Trainmaster or dispatcher not allowed to do it.)

[Erik_Mag]

mudchicken

 Rules about how deep the water can get vary by railroad, but locomotives do not move over submerged rail until it's checked by M/W (who isn't afwaid to gets their widdle feets wet) up until a depth of 2-5 inches above top of rail. Any higher than that and you get into the traction motor covers/ casings PLUS the traction motor blowers start ingesting/ sucking up water (not a good thing, is some cases you can turn the t/m blowers off)...

The KM diesel-hydraulics were allowed by the D&RGW to run with 12" of water above the rails versus 3" for their diesel-electrics. Good point on the grit in turbid water.

Also brings back memories of a Disney comic book where a diesel powered train was stuck in high water, only to have some of the old-timers sneak out a steam locomotive to give the train a shove. Guessing Ward had a hand in that story - which reminds me, will the Casey Jr in the live action "Dumbo" have a green and yellow combine behind the tender?

[mvlandsw]

Traction motor blowers take in their air from above the frame of the locomotive. Chessie System procedures for moving through water called for the diesel engine speed to be increased to provide more air flow to keep the water from entering the air exhaust ducts on the motors. Turning the blowers off would allow the water to enter the motors more easily.