QUOTE: Originally posted by Clemente #10: Maybe not where you guys are. Calling out signals on the radio is common on several lines I've been to. Some CSX and ex-Conrail routes, BNSF, etc. Not all routes, just some. No "uncertainty" involved because they call out their train ID and direction (engine number, not train symbol) and the location of the signal they're reading.
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...
"We have met the enemy and he is us." Pogo Possum "We have met the anemone... and he is Russ." Bucky Katt "Prediction is very difficult, especially if it's about the future." Niels Bohr, Nobel laureate in physics
QUOTE: Originally posted by oltmannd Daniel asked: "13.) Why are there two air brake connection hoses for the independant brake from unit to unit? Would not one hose be sufficient? 14.) Would somebody please be so good as to explain the basics of two-hose/graduated release braking systems to me? 15.) What does the dead-in-tow engine feature on the brake system do? Specifically, why couldn't you just use the engine's normal braking system, with the stand cut-out, in the middle of the train?" 13. There are duplicate sets of hose connections on each side of the end sheet so you can MU either end of a locomotive w/o having hoses crossover. Just one hose per feature is needed 14. Graduated release and the two hoses on a passenger train are unrelated. The second hose is for communicating to the cab from the train. Graduated release lets the engineer reduce the braking cylinder pressure by increasing the brake pipe pressure in steps. 15. The dead engine valve allows a loco to act like a frt car. Otherwise, it'll act like a locomotive and depend on those MU air hoses to control the brakes. I'm a bit rusty at this stuff. Maybe someone else can clarify or amplify.
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)
QUOTE: Originally posted by Mark_W._Hemphill [ What you are observing is the operation of that rule. Most railroads have a rule supplemental to GCOR or NORAC, etc., such as NS #34, that requires train crews to announce all or certain signal aspects or indications to EACH OTHER, but NEVER to someone else. The supplemental rule may state that this is to be done by radio, or verbally (both sides of the locomotive cab), or both. The reason this is done AMONG THE CREW is so that the crew agrees they are all seeing the same thing, MWH
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
QUOTE: Originally posted by Mark_W._Hemphill QUOTE: Originally posted by fuzzybroken #7 switch heaters in New Mexico? Does it really get that cold down there? I would lean more towards Daniel's explanation, the propane probably powers a small generator for electricity for the signals. Probably cheaper than running wires out there. On a related note, this time involving switch heaters, I noticed that CP's location of "Oakwood" in Caledonia, WI, has a gas meter for their switch heaters! Yes, it REALLY does get that cold there. You're well above 5000 feet in altitude. I'm not aware of any U.S. railway using propane-fired electrical generators. I've never seen them. I have seen thousands (literally) of propane-fired switch heaters; they're very common in the U.S. Signal systems with extremely rare exception are powered off commercial lines. Railroads originally used a lot of primary battery signal systems (80 years ago!) but converted to secondary battery (utility power) as quickly as possible to cut maintenance costs. Check out the article on Santa Fe signaling in Trains of a few years ago for details on this. MWH
QUOTE: Originally posted by fuzzybroken #7 switch heaters in New Mexico? Does it really get that cold down there? I would lean more towards Daniel's explanation, the propane probably powers a small generator for electricity for the signals. Probably cheaper than running wires out there. On a related note, this time involving switch heaters, I noticed that CP's location of "Oakwood" in Caledonia, WI, has a gas meter for their switch heaters!
QUOTE: Originally posted by Mark_W._Hemphill QUOTE: 10.) Why is it so important that employees not divulge signal indications over the radio? Is it just to keep the chatter down? No. It's because it's highly unsafe. It adds uncertainty. Which signal is someone looking at? Who are they talking to? Did they see it correctly? The operating rules require the crew who TAKES the signal to SEE the signal. Besides, if you are the person observing the signal aspect and telling someone else the indication, and they do something wrong, you're now sharing the liability.
QUOTE: 10.) Why is it so important that employees not divulge signal indications over the radio? Is it just to keep the chatter down?
23 17 46 11
She who has no signature! cinscocom-tmw
Our community is FREE to join. To participate you must either login or register for an account.