CN still requires crews to make a standing inspection of as much of their train as possible when stopped for a meet. This rule is optional, but CN chooses to enforce it.
CROR 111 (e):
OPTIONAL: The conductor first arriving at a meeting point will arrange for a walking inspection of their freight train or transfer, inspecting as much as time and conditions permit.
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DeggestyI don't know if this was standard on other roads, but on occasion when I was on a UP train and talking with the flagman, he had to go where he could inspect a freight train that we had overtaken and were about to pass.
The 'normal' roll by inspection of a passing train by the train that is in the siding. It is still required today. When stopped and a man is on the ground - he can see, smell and hear things in the passing trains that one doesn't get for other vantage points.
When trains pass on multiple track territory today they convey the condition of each others trains over the road radio channel.
Never too old to have a happy childhood!
I don't know if this was standard on other roads, but on occasion when I was on a UP train and talking with the flagman, he had to go where he could inspect a freight train that we had overtaken and were about to pass.
Johnny
RailRoader608Is it safe to say most of the inspections are related to the brakes? (Which obviously makes sense). And if so, do electronically controlled pneumatic (ECP) brakes have less strict inspection requirements?
No. Air brakes tests are for the brake/brake equipment. You do have other components on the cars that have to be inspected (wheels, loads, tie downs, safety appliances, placards, etc). Those are found in the various rulebooks the companies use.
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
Is it safe to say most of the inspections are related to the brakes? (Which obviously makes sense). And if so, do electronically controlled pneumatic (ECP) brakes have less strict inspection requirements?
That's interesting. Maybe some railroads didn't have the standing inspections as they found the rollbys sufficient.
https://www.railpictures.net/photo/683503/#remarks
https://www.railpictures.net/photo/692971/
UlrichUp until the early 80s standing inspections were conducted at regular intervals (every 40 miles on the CP for example). These were eliminated when roller bearing trucks and hotbox detectors came along. At the time brakemen would have to walk the entire length of the train regardless of the weather.. every 40 miles.. so typically two or three times in a shift. I'm guessing they generally had no trouble passing their annual physicals.
Never heard of such inspections on the B&O - I hired out in 1965 and Train Order Stations or Interlocking Towers were nominally located every 10-15 miles and the operators at those locations were required to make inspections of the trains as the past and signal the rear end crew if any exceptions were noted.
Up until the early 80s standing inspections were conducted at regular intervals (every 40 miles on the CP for example). These were eliminated when roller bearing trucks and hotbox detectors came along. At the time brakemen would have to walk the entire length of the train regardless of the weather.. every 40 miles.. so typically two or three times in a shift. I'm guessing they generally had no trouble passing their annual physicals.
https://www.law.cornell.edu/cfr/text/49/part-232/subpart-C
I've heard of inspections where every X,000 miles the train needs to be inspected at a station. I've also heard of inspections where conductors or engineers are walking the full length of a train, which can be 4-6 miles round trip!
I'm curious what the different types of inspections are and what their purpose is. Is it to check cars are securely coupled? or making sure the air brake line is ok?
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