BucyrusI am specifically interested in learning the specific definition of "knowing the road" so to speak.
What exactly does it mean? Let us examine this carefully. If I am talking about a specific road then I should know what is generally aound me at any time. Crossings, crossovers, turnouts, sidings, industrial switchpoints etc PP so on. If it is not specific enough then it could also include the local vegetational features, landscape, woodlots and such.
This almost comes off like an exercise in epistemology---how do we know what we know?
Any argument carried far enough will end up in Semantics--Hartz's law of rhetoric Emerald. Leemer and Southern The route of the Sceptre Express Barry
I just started my blog site...more stuff to come...
http://modeltrainswithmusic.blogspot.ca/
wabash1 Paul do us a favor the man bucurys( if i spelled it right) is asking for rules the rule that comes to mind is right there with engineer duties and conductors dutys the one that states it is the conductors resposibility to make sure that the trains is started on time and no delays etc... that set of rules could you cut and paste that whole thing in here, it also has referance to engineers doing the same in a efficient manner . If i remeber ( dont have rle book infront of me) toward the end of that rule it says about delays and qualifications post what you can that deals with that. PLEASE.
Paul do us a favor the man bucurys( if i spelled it right) is asking for rules the rule that comes to mind is right there with engineer duties and conductors dutys the one that states it is the conductors resposibility to make sure that the trains is started on time and no delays etc... that set of rules could you cut and paste that whole thing in here, it also has referance to engineers doing the same in a efficient manner . If i remeber ( dont have rle book infront of me) toward the end of that rule it says about delays and qualifications post what you can that deals with that. PLEASE.
I am specifically interested in learning the specific definition of "knowing the road" so to speak. All engineers are expected to know the road. But when you say that running blind is okay as long as you know where you are at on the railroad, it raises the requirement to know the road to a much more critical level.
To "know the road" needs a very precise definition. And I expect the industry has one.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
BucyrusSo, I would like a specific definition of what satisfies the requirement to know where you are at on the railroad line. The railroads must certainly have a rule that clarifies what it means to know where you are at when running a train. What is the language of that rule?
But, you need only minimal visibility to know where you are. Even super-dense fog would still leave you with tens of feet of visibility, enough to see the stuff along the ROW (mileposts, road Xings, etc.)
Murphy Siding henry6 I think it is clear Wabash (and other HOGGERS who have taken offense here), that the rules give the judgement authority to the engineer...nobody is taking that authority or judgement away from you, so drive the way you want when you want and where you want. But for now cool your heels awhile and tell us what rails you scorch so that the rest of us can use our judgement and not ride upon the railroad nor drive near it when bad weather occurs and you might happen by. henry6, You seem to have taken offence at what I said, so let me clarify. To me, the statement you made above was intended to stir up emotions of those whose opinions you find at odds with your own. To be honest, I find offence in what you are saying in the post. Basically, you seem to be saying "Oh yeah? Well, so's your mother", in an effort to get people hot. To me, that's not right. -Norris
henry6 I think it is clear Wabash (and other HOGGERS who have taken offense here), that the rules give the judgement authority to the engineer...nobody is taking that authority or judgement away from you, so drive the way you want when you want and where you want. But for now cool your heels awhile and tell us what rails you scorch so that the rest of us can use our judgement and not ride upon the railroad nor drive near it when bad weather occurs and you might happen by.
I think it is clear Wabash (and other HOGGERS who have taken offense here), that the rules give the judgement authority to the engineer...nobody is taking that authority or judgement away from you, so drive the way you want when you want and where you want. But for now cool your heels awhile and tell us what rails you scorch so that the rest of us can use our judgement and not ride upon the railroad nor drive near it when bad weather occurs and you might happen by.
me being good doggie
Paul_D_North_Jr wabash1 [snip] the rule book as dealing with railroad right of way, and its tunnel vision looking straight ahead. and not more than 20 foot off to the side. that is what the rule book deals with anything else dont exsist. only when the cars get in the way at crossing is their any rules that apply to that other wise 8 and sand the only weather related slow down is flooding and there is a rule for that. That's how I understand it, too, from this and the previous discussion. Kinda like running the MicroSoft ''Train Simulator'' game on a computer screen, don'tcha think ? -Paul North. P.S. - I'm still laughing over the ''step, step, step'' and Oreos example of knowing where you are.
wabash1 [snip] the rule book as dealing with railroad right of way, and its tunnel vision looking straight ahead. and not more than 20 foot off to the side. that is what the rule book deals with anything else dont exsist. only when the cars get in the way at crossing is their any rules that apply to that other wise 8 and sand the only weather related slow down is flooding and there is a rule for that.
That's how I understand it, too, from this and the previous discussion. Kinda like running the MicroSoft ''Train Simulator'' game on a computer screen, don'tcha think ?
-Paul North.
P.S. - I'm still laughing over the ''step, step, step'' and Oreos example of knowing where you are.
Oh and i ate oreos this morning, with regular milk.
Ok guys Let me say it again. IT WAS NOT OFFENSIVE I was NOT OFFENDED. it seems others were offended for me. Henry was speaking his mind or opinion, I am not GOD. ( dont lock it im not going religon here) I do not have the right to judge what he says. In most cases henry states and makes great points of what he post, and while his post was strong and also his opinoin, ive made some statements that mgiht have ruffeled his feathers, The statement i made back to norris was simple Im not bitching but strongly making a point.
Now if everyone would just tone down the feelings they are feeling for whats being said, this post might get back on line,
also if the foamers would just think of the rule book as dealing with railroad right of way, and its tunnel vision looking straight ahead. and not more than 20 foot off to the side. that is what the rule book deals with anything else dont exsist. only when the cars get in the way at crossing is their any rules that apply to that other wise 8 and sand the only weather related slow down is flooding and there is a rule for that.
Paul_D_North_JrI'm saying that we = society, government, DOT's, etc. - should recognize this weakness in the theory and actuality of the perception of oncoming trains at unprotected grade crossings in such adverse visibility conditions, and do something rational to address or mitigate that risk when and where it occurs. Specifically, I'm suggesting more emphasis be placed on motorists listening for oncoming trains - loud horns are on locomotives and required to be used for a reason, and ships use foghorns too. So there's one rational, low-cost alternative that could be implemented for the cost of a few more warning signs - the same type of signs, by the way, that are so beloved of the tort injury lawyer trial bar as an additional safety step that could have been taken but wasn't, as with the infamous too-hot cup of McDonald's coffee some years ago - but there may well be other and better methods to address and resolve this deficiency.
I've encountered fog so dense that I had to dim the headlight (at night) in order to see the wayside signals. These are the times when an engineer discovers how well he does (or does not) know his territory.
Hey Henry6,We don't need to see where we are going. The rails will take us there. We just have to know where we are at!
.
OK, I'm seeing that the fog issue will now be a lockable topic. I'm going to suggest that the train engineer be given a wee bit of a break in this. Yes, the rules are vague. That is for a reason. We MUST assume that these guys may KNOW SOMETHING. Would we prefer it to be in black/white with NO variation? Why should fog shut everything down? The way some seem to imply it looks like we have those who advocate for complete safety....
I find myself driving in thick fog a lot myself at this time of year---should I stop driving simply because it is foggy out?
zardoz, thanks for those evocative recollections and descriptions. I can recall driving in early morning fog along the Susquehanna River on U.S. 30 and having the sensation of being so isolated that the little '74 Chevy Vega didn't seem to be moving at all - that it was the occasionally visible roadside marker that was moving backwards instead ! I also recall a night about 15 years ago bringing my daughter home from a friend's - she was just learning to drive at the time, so it was a 'teaching moment' as well - when it seemed as if we were driving in space or the inside of a fluffy eggshell or cocoon - other than the occasional traffic signal that would loom out of the fog for a few seconds and then disappear, there were no visible landmarks.
wabash1's point is well-taken. If I were to take the position of a 'hard-case' Trainmaster 'having words' with a train crew for delay of train account of running slow in fog conditions, I would point to the following carefully-selected excerpts from the quoted rules:
Dutchrailnut [snip] 1.47 Duties of Crew Members The conductor and the engineer are responsible for the . . . observance of the rules. [rest deleted - PDN.] B. Engineer Responsibilities 1. The engineer is responsible for . . . efficiently operating the engine. [rest deleted - PDN.]
The conductor and the engineer are responsible for the . . . observance of the rules. [rest deleted - PDN.]
1. The engineer is responsible for . . . efficiently operating the engine. [rest deleted - PDN.]
Then I would say: ''Mister Engineer and Conductor, these rules - among others - say that you are to ''observe the rules'' which also means by running at track speed unless and until told otherwise, and that is also ''efficiently operating the engine''. If you can't do that, we'll find a nice midnight yard engine for you both to herd cars with until you retire.''
- Paul North.
There seems to be agreement here that the two conditions for running track speed in visibility-restricting fog are:
1) The engineer must have track authority.
2) The engineer must know where he is at on the rail line.
In my mind, there are some unresolved issues with item #2. In a way, it sounds rather absolute and clear cut, but when you dissect it, there are many possible interpretations of “knowing where you are at” on the railroad.
Certainly, under normal conditions, visual cues are a big part of providing awareness of location. Fog is capable of completely eliminating visual cues. Therefore, it leaves this question: Is it possible or permissible for an engineer to know where he is at on the railroad even if he cannot see past the cab windows?
Some engineers may have enough experience to know where they are at on a run, even if they were blindfolded. But if an engineer possessed that level of familiarity with the road, how would the company know that for certain, in order to permit blind running in fog? Would it not be necessary to test all engineers to see if they possessed the ability to run blind while knowing where they were at on the railroad?
Many engineers will have the familiarity with their line that will enable them to know where they are at, even though deprived of sight, but such knowing may often not be continuous. There are likely to be some lapses of recognition between the familiar mental landmarks.
So, I would like a specific definition of what satisfies the requirement to know where you are at on the railroad line. The railroads must certainly have a rule that clarifies what it means to know where you are at when running a train. What is the language of that rule?
Often the loudest, most insistent voices are the ones that get heard, regardless of facts or logic. Other than a brief episode of some slang venting, I thought this thread was going pretty well. henry6's comments and questions seemed pretty calm and got at the nub of the issues.
Some observations. The regulations are vague: there is not a requirement to reduce speed, let alone to a specific number. Yet there is a clear call for engineers exercising caution as they see fit. I guess for 2-3 of the engineers, that judgment calls for full speed ahead. I think wabash1 made an interesting and disturbing comment. Namely, that his railroad management does not want delays and that caution could lead to job security problems. At the same time, a significant number of other professionals seemed to follow the cautionary tendency. Oltmann's notion of speed enhancing safety at RR crossings seems counter-intuitive, but maybe so?
C&NW, CA&E, MILW, CGW and IC fan
oltmannd Paul_D_North_Jr That normally works fine, with the exception of heavy fog condtions. The train and track authorization system still works - but the chief problem is with unprotected grade crossings, where a fast-moving train simply can't be seen until it is just a few seconds from the crossing. Evey couple of years it seems that this is sadly demonstrated in California's Central Valley with the heavy fogs there, and a van full of migrant farm workers or similar is broadsided by a train at a crossing. This is materially different than a regular two way stop or driveway entrance on a highway how? I would say that highway crossing safety decreases in fog, but that is the province of highway safety, not railroad safety. In fact, fog decreases safety in all aspects of driving. [snip] When visibility or audible range are reduced by ambient conditions, the onus is on the highway traffic to react accordingly. [snip]
Paul_D_North_Jr That normally works fine, with the exception of heavy fog condtions. The train and track authorization system still works - but the chief problem is with unprotected grade crossings, where a fast-moving train simply can't be seen until it is just a few seconds from the crossing. Evey couple of years it seems that this is sadly demonstrated in California's Central Valley with the heavy fogs there, and a van full of migrant farm workers or similar is broadsided by a train at a crossing.
This is materially different than a regular two way stop or driveway entrance on a highway how?
I would say that highway crossing safety decreases in fog, but that is the province of highway safety, not railroad safety. In fact, fog decreases safety in all aspects of driving.
[snip] When visibility or audible range are reduced by ambient conditions, the onus is on the highway traffic to react accordingly. [snip]
I'll also add - how is it different than highway traffic approaching a traffic signal/ 'stop light' ?
The answer difference is that in all of those other conditions, the traffic on the 'main line' or 'superior' highway is also ''supposed'' to reduce its speed to the Safe Stopping Distance for the visibility that's apparent = being able to stop within the distance that's visible*, in case something unexpected is encountered, such as a vehicle pulling out in front of it, a slow-moving farm vehicle or broken-down vehicle - or even a red stoplight ! (I know - that rarely occurs, as is evidenced every so often by those spectacular multi-vehicle pile-ups on the Interstates in California, Tennessee, and a few other such places.) But if the highway traffic slowed down as much as it is supposed to in foggy or other low-visibility conditions, the car pulling out of the driveway would have a lot more of a time interval* between when the oncoming car becomes visible, and when it arrives at the driveway, than at the normal higher speed. The railroad, running at its usual full track speed, doesn't slow down correspondingly so as to provide for a similarly longer time interval between when the train is first perceived in those conditions, and when it arrives at the crossing.
*Thinking more about this just reinforces the wisdom in my mind of the typical railroad rule of being able to stop in half of that sight distance, when operating under Restricted or similar signals or rules. But if I or we actually operated that way on the highways, I suspect that we'd soon be run over by the other faster and bigger vehicles . . .
I'm not arguing that the trains should slow down - far from it. Instead, I'm saying that we = society, government, DOT's, etc. - should recognize this weakness in the theory and actuality of the perception of oncoming trains at unprotected grade crossings in such adverse visibility conditions, and do something rational to address or mitigate that risk when and where it occurs. Specifically, I'm suggesting more emphasis be placed on motorists listening for oncoming trains - loud horns are on locomotives and required to be used for a reason, and ships use foghorns too. So there's one rational, low-cost alternative that could be implemented for the cost of a few more warning signs - the same type of signs, by the way, that are so beloved of the tort injury lawyer trial bar as an additional safety step that could have been taken but wasn't, as with the infamous too-hot cup of McDonald's coffee some years ago - but there may well be other and better methods to address and resolve this deficiency.
Before this one gets the lock button...
Props to Coburn for some cool fog shots. The first one, especially, is a well composed, intriguing image. Well done!
-ChrisWest Chicago, ILChristopher May Fine Art Photography"In wisdom gathered over time I have found that every experience is a form of exploration." ~Ansel Adams
henry6 Then if this is a "fan's page" shouldn't the "TRAINED" professionals let us have our day? No. These guys have insulted the fans and belittled our interests and our avocational spirit. My posting here is nothing more than answereing them in kind. Norris, you may ban me from these pages if that's the way you feel about my postings. It is ok for them to belittle us but not ok for us to question them. Not a matter of one asking a question then not likeing the answers. I know of at least one TRAINED professional posting here that is more aligned with what I have said than what those who you are defending say. So, do what you must. If it is me that has to go, then, good bye.
Then if this is a "fan's page" shouldn't the "TRAINED" professionals let us have our day? No. These guys have insulted the fans and belittled our interests and our avocational spirit. My posting here is nothing more than answereing them in kind. Norris, you may ban me from these pages if that's the way you feel about my postings. It is ok for them to belittle us but not ok for us to question them. Not a matter of one asking a question then not likeing the answers. I know of at least one TRAINED professional posting here that is more aligned with what I have said than what those who you are defending say. So, do what you must. If it is me that has to go, then, good bye.
And for the record, not all of us "professionals" have insulted you. Maybe one has, but there are many rails on this forum that understand both sides of the industry (both as a fan and as an operator):Ed BlysardTree68CShaverRmyselfand many others I cannot immediately think of but I apologize to for forgetting about them.
This topic is like an infestation of cockroaches.
They never seem to be gotten rid of, and it's virtually impossible to kill all of them.
Not to mention the more they are around. the madder, and more irrational folks get.
Paul_D_North_JrOr, when running on block signal indications - if properly set up, there'd always got at least 1 block's advance notification of what the next signal's most restrictive indication would be - but that might not be visible until the train is right there. Which is why the yellow indication is usually interpreted - simply stated here - as ''Approach next signal prepared to stop short of it'' [emphasis added - PDN]. So after encountering a yellow, the train might very well be creeping up to the next signal, so that it could stop on a dime if it is red when it finally becomes visible from only a short distance away.
It's a creepy feeling to be running at 50-70 mph in fog so dense that all you can see is the nose of the locomotive, knowing that if you were to hit anything, you would never see it beforehand. It's even worse at night, when the glare from the headlight reflecting from the fog is extremely blinding, so much so that I would actually need my sunglasses.
I've encountered fog so dense that I had to dim the headlight (at night) in order to see the wayside signals. These are the times when an engineer discovers how well he does (or does not) know his territory. One must know when to begin whistling for crossings, where the hills and valleys of the track profile are, where the signalsand slow orders are, etc.
It is amazing how time and distance distort when you pass an approach signal at track speed in dense fog. All of the sudden you need to get the speed of the train down in anticipation of the next signal being red, but at the same time you do not want to waste your air with too much reduction too soon.
There have been times when the fog was so thick, and the train so heavy, that while running at "restricted speed" I would sent the head-end crewman out walking ahead of the train looking for a "train or engine, or anything else that might require the speed of the train to be reduced". Yes, sometimes 2-3mph is too fast.
blue streak 1Before radios how in the world did any switching get done in heavy fog? Maybe conductor or other crewman dump the air? (dangerous).
Yes, it has been done that way, and yes, it is incredibly dangerous.
blue streak 1Would a back up hose be helpful?
I sure didn't miss those days once they were gone.
zardoz wabash1Take offense nope you haft to do a little more than this to get to me. you cant be thin skinned and work for the railroad, but for a foamer like you to sit and tell us current employed railroaders what are job is stupid I would say he has already gotten to you...... Ya gotta lighten up, dude. To worry about what these people say about how you operate is just going to aggravate you. My suggestion is to consider the source, then move on. They can't possibly imagine what it is like to operate a train in dense fog.
wabash1Take offense nope you haft to do a little more than this to get to me. you cant be thin skinned and work for the railroad, but for a foamer like you to sit and tell us current employed railroaders what are job is stupid
I would say he has already gotten to you......
Ya gotta lighten up, dude. To worry about what these people say about how you operate is just going to aggravate you. My suggestion is to consider the source, then move on. They can't possibly imagine what it is like to operate a train in dense fog.
No Sir, I would respectufully state that you are incorrect.
Lets leave the operation of trains to the TRAINED professionals.
Take offense nope you haft to do a little more than this to get to me. you cant be thin skinned and work for the railroad, but for a foamer like you to sit and tell us current employed railroaders what are job is stupid, but to show you that i am open minded, when you are the one who starts signing my paycheck I will run my train the way you want it run, and its been no secreat I am qualified from St.louis to louisville,ky and all trackage in between and soon to start running down the old IC trackage from the ghetto thru belleville freeburg new athens meeting up on the ic around marion then on to fulton,ky.
Dutchrailnut Safely does not mean track speed in a dense Fog, but your right id does not give you a speed, but in court and company hearings any reduced speed will hold up for engineer.
Safely does not mean track speed in a dense Fog, but your right id does not give you a speed, but in court and company hearings any reduced speed will hold up for engineer.
Wrong slowing down is terms for being fired called delaying a train. that is why you know your territory you run track speed. let me see if i can tell it to you so you can understand, the rules apply to operations moving frieght it has only a few provisions for outside problems and those are handled in the highway crossing at grade . and treaspassers, thats it the rest has to do with getting trains across the road with no delay by crew. the only weather related rule is for flash flooding because it has a effect on moving trains.
Someone said something about flagging that rule was dealing with speed not sight, and it was in train order days not track warrent. it was simple also if flaggng distance was 1 mile due to speed to stop safley then you went 2 miles out put your torpedos down and a fussee then headed back for your train dropping a fussee at intervals not exceed burning time.of previous fussee.
jeffhergert wabash1 Dutchrailnut Here are two catch alls in GCOR. 1.1.1 Maintaining a Safe Course In case of doubt or uncertainty, take the safe course. 1.47 Duties of Crew Members The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. They must ensure that their subordinates are familiar with their duties, determine the extent of their experience and knowledge of the rules. They must instruct them, when necessary, how to perform their work properly and safely. If any conditions are not covered by the rules, they must take precautions to provide protection. B. Engineer Responsibilities 1. The engineer is responsible for safely and efficiently operating the engine. Crew members must obey the engineer’s instructions that concern operating the engine. A student engineer or other qualified employee may operate the engine under close supervision of the engineer. Any employee that operates an engine must have a current certificate in their possession. So tell me how this tells me to slow down in fog? do you even know what these rules mean? and if i have a cub running he better hold tracks speed or he will be sitting on the second unit. If your going to tell me to slow down in the fog you need to show the rule that says just that. Wabash, this thread is going to degenerate for the same reasons the last one did. We can't win, so just accept that you and I, even though we are operating according to and complying with our respective rules we are still in the wrong and reckless to boot. Jeff PS The GCOR rule that pertains to this is 6.21, Precautions against Unusual Conditions. It also doesn't give a specific speed.
wabash1 Dutchrailnut Here are two catch alls in GCOR. 1.1.1 Maintaining a Safe Course In case of doubt or uncertainty, take the safe course. 1.47 Duties of Crew Members The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. They must ensure that their subordinates are familiar with their duties, determine the extent of their experience and knowledge of the rules. They must instruct them, when necessary, how to perform their work properly and safely. If any conditions are not covered by the rules, they must take precautions to provide protection. B. Engineer Responsibilities 1. The engineer is responsible for safely and efficiently operating the engine. Crew members must obey the engineer’s instructions that concern operating the engine. A student engineer or other qualified employee may operate the engine under close supervision of the engineer. Any employee that operates an engine must have a current certificate in their possession. So tell me how this tells me to slow down in fog? do you even know what these rules mean? and if i have a cub running he better hold tracks speed or he will be sitting on the second unit. If your going to tell me to slow down in the fog you need to show the rule that says just that.
Dutchrailnut Here are two catch alls in GCOR. 1.1.1 Maintaining a Safe Course In case of doubt or uncertainty, take the safe course. 1.47 Duties of Crew Members The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. They must ensure that their subordinates are familiar with their duties, determine the extent of their experience and knowledge of the rules. They must instruct them, when necessary, how to perform their work properly and safely. If any conditions are not covered by the rules, they must take precautions to provide protection. B. Engineer Responsibilities 1. The engineer is responsible for safely and efficiently operating the engine. Crew members must obey the engineer’s instructions that concern operating the engine. A student engineer or other qualified employee may operate the engine under close supervision of the engineer. Any employee that operates an engine must have a current certificate in their possession.
Here are two catch alls in GCOR.
1.1.1 Maintaining a Safe Course
In case of doubt or uncertainty, take the safe course.
1.47 Duties of Crew Members
The conductor and the engineer are responsible for the safety and protection of their train and observance
of the rules. They must ensure that their subordinates are familiar with their duties, determine the extent of
their experience and knowledge of the rules. They must instruct them, when necessary, how to perform their
work properly and safely. If any conditions are not covered by the rules, they must take precautions to
provide protection.
B. Engineer Responsibilities
1. The engineer is responsible for safely and efficiently operating the engine. Crew members must
obey the engineer’s instructions that concern operating the engine. A student engineer or other
qualified employee may operate the engine under close supervision of the engineer. Any employee
that operates an engine must have a current certificate in their possession.
So tell me how this tells me to slow down in fog? do you even know what these rules mean? and if i have a cub running he better hold tracks speed or he will be sitting on the second unit. If your going to tell me to slow down in the fog you need to show the rule that says just that.
Wabash, this thread is going to degenerate for the same reasons the last one did. We can't win, so just accept that you and I, even though we are operating according to and complying with our respective rules we are still in the wrong and reckless to boot.
Jeff
PS The GCOR rule that pertains to this is 6.21, Precautions against Unusual Conditions. It also doesn't give a specific speed.
Thank you Jeff, Hey Norris here is your answer. take it for what its worth, and now that the foamers are repeating what we said a month ago it must be true because a foamer said it. LOL
Paul_D_North_JrThat normally works fine, with the exception of heavy fog condtions. The train and track authorization system still works - but the chief problem is with unprotected grade crossings, where a fast-moving train simply can't be seen until it is just a few seconds from the crossing. Evey couple of years it seems that this is sadly demonstrated in California's Central Valley with the heavy fogs there, and a van full of migrant farm workers or similar is broadsided by a train at a crossing.
Safety at highway crossings depends entirely on having the highway traffic be able to react to the train traffic. The rules are set up for the trains to be visible and audible to the highway traffic, not the other way around. When visibility or audible range are reduced by ambient conditions, the onus is on the highway traffic to react accordingly.
There is little meaningful action a train can take that would improve safety at a highway crossing in the fog. In fact, taking action may actually reduce safety. If you operate at lower speeds, you increase the time on duty for the train crew making it more likely the crew will make mistakes from fatigue. And, it would increase the duration the train is traversing the highway crossing. Since most highway crossing accidents are cars hitting the side of trains (hence the reflective tape regulation of the past few years), it would increase the likelihood of highway crossing accidents. Faster speeds = less exposure.
henry6Theoretically in automatic signal territory, automatic train control, cab signal territory, and the like, there should be no restrictions in fog.
DutchrailnutHere are two catch alls in GCOR. 1.1.1 Maintaining a Safe Course In case of doubt or uncertainty, take the safe course. 1.47 Duties of Crew Members The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. They must ensure that their subordinates are familiar with their duties, determine the extent of their experience and knowledge of the rules. They must instruct them, when necessary, how to perform their work properly and safely. If any conditions are not covered by the rules, they must take precautions to provide protection. B. Engineer Responsibilities 1. The engineer is responsible for safely and efficiently operating the engine. Crew members must obey the engineer’s instructions that concern operating the engine. A student engineer or other qualified employee may operate the engine under close supervision of the engineer. Any employee that operates an engine must have a current certificate in their possession.
A good example of this is flagging. The rules require the man flagging the train to position himself beyond the safe braking distance from the rear of the train (distances are explicitly spelled out). There is no provision for flagging less distance if visibility or line or sight are good.
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