Windows 10, IE-11, nutin but a black screen... not even the spinning balls.
Perks Werfectly in EDGE.
Semper Vaporo
Pkgs.
fine for me running chrome.
Not working here either.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
is the camera working i dont get no image on any browser today?
tree68 Have to go back and look at the "Ballast" thread - that train might look familiar... Or not...
Have to go back and look at the "Ballast" thread - that train might look familiar...
Or not...
Take another look above, Larry, I finally got picture posting figured out and have them all there...
Brian (IA) http://blhanel.rrpicturearchives.net.
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...
Caught this rolling through this morning, but didn't have time to post the pics until now...
EDIT: Still fighting with the forum software on how to link pictures... FINALLY!
VRE IS still operating in the Washington, D.C., area; I saw several VRE trains yesterday and today.
Yes, Carl, you have and may well have seen different VRE cars; last Wednesday, I saw such in use, leaving Chicago (I did not see the engine, though) Since I saw the cars in the Amtrak coach yard as I arriving in town, they may be in use on one of Amtrak's trains.
Johnny
cefinkjrYou may be right, BaltACD, but don't forget track condition on the two carriers. MoW frequently had the last word on maximum speed on the NYC, PRR, and, of course, PC. I always thought they allowed higher speeds than were prudent but it was their neck on the line and I was really a newbie whose opinion didn't count for much.
Railroads of today, profitable railroads, are a far, far cry from the conditions you would have observed with NYC, PRR & PC - all of which were hemorageing money at rates that defied belief in those days. UP & BNSF are profitable well run companies and are not defering maintenance as was done in the 60's - by all carriers but especially those sinking into bankruptcy.
Never too old to have a happy childhood!
You may be right, BaltACD, but don't forget track condition on the two carriers. MoW frequently had the last word on maximum speed on the NYC, PRR, and, of course, PC. I always thought they allowed higher speeds than were prudent but it was their neck on the line and I was really a newbie whose opinion didn't count for much.
Of course, engine crews frequently disagreed with MoW ... but the other way. I recall a trip east out of Collinwood on a high priority train where I timed mile poles and calculated 80 mph. Knowing that track speed for that train was 65, I reached over the engineer's left shoulder and pointed to the speedometer. His response was a gruff, "It's broke!". But we made it to Buffalo in one piece so I guess it was OK.
ChuckAllen, TX
Semper VaporoIf one RR wants to occupy the diamonds, then the controlling signals for the other RR must change to "STOP", but the RR wanting to cross the diamonds must wait to be sure that the other RR didn't have a train pass the signal just before it changed. The length of time is based on the usual speeds of trains approaching the diamonds and the distance between the signal and the diamonds as well as the sight distance an approaching train might be able to use to come to a stop if the diamonds are occupied. I would guess that the curve in the BNSF tracks to the northwest would require U.P. to wait longer than BNSF would have to wait. I am sure there are lots of factors that go into calculating the wait time after a signal is changed.
I would guess that the curve in the BNSF tracks to the northwest would require U.P. to wait longer than BNSF would have to wait. I am sure there are lots of factors that go into calculating the wait time after a signal is changed.
Observation shows that both carriers are operating similar type and size trains through Rochelle and since both are high volume main track opeations I suspect the maximum speeds for each line are similar.
One thing most of us don't know - How far in advance of the crossing's Absolute Signals are the 'distant signals' (ie. intermediate signal preceeding the crossing) - modern main line signaling practice would suggest the 'distant signal' would be 3 miles from the crossing.
Any train accepting the Distant Signal with a Clear indication would expect to find the Absolute signal at the crossing to be no more restrictive than Approach (approach next signal prepared to STOP, trains must reduce speed to Medium Speed).
I would expect the Time Out timers to be the same for both carriers.
jeffhergert9.9.1 Passing Approach to Automatic Interlocking A train must proceed prepared to stop at the interlocking signal when: Moving below 25 MPH and passing a signal displaying an indication more favorable than Approach that governs the approach to an automatic interlocking. or Speed is reduced to below 25 MPH after passing a signal displaying an indication more favorable than Approach that governs the approach to an automatic interlocking. The train must continue to move prepared to stop at the interlocking signal until the train reaches a point approximately 1,000 feet from that signal. If the interlocking signal then indicates proceed, the train may resume speed.
1,000 feet is a long ways. That's 3 1/3 football fields. How many places, particularly in the East, can one see a signal from 1,000 feet? And, if you can see it, can you really see its indication in full daylight?
If one RR wants to occupy the diamonds, then the controlling signals for the other RR must change to "STOP", but the RR wanting to cross the diamonds must wait to be sure that the other RR didn't have a train pass the signal just before it changed. The length of time is based on the usual speeds of trains approaching the diamonds and the distance between the signal and the diamonds as well as the sight distance an approaching train might be able to use to come to a stop if the diamonds are occupied.
Signal time outs vary - on the territories I have worked the time has ranged from 4 to 15 minutes. Most time out in the 7 to 8 minute range. These time out values start from the time a Dispatcher takes down a previously lined signal.
Automatic railroad crossings at grade are their own animal and all operations beyond proceeding on the appropriate signal indication are defined by the Special Instructions that apply to the location.
Like anything else in high volume railroading - when things work as intended the operation runs smoothly. When there are failures things back up in a hurry.
I just saw a UP empty coal train but it have Mid DPUs and had at least two trains worth of hoppers has UP been doing lately?
DeggestyCarl, I expect those are the same VRE cars I saw in Chicago last Wednesday.
Probably not the very same, Johnny--these were fresh, coming in from the west behind a single UP locomotive, and with idler flat cars before and after the five or six cars (why? the couplers should be compatible).
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)
I don't know how long it takes for a cleared signal to time-out, but here is the rule governing trains and engines approaching an automatic interlocking.
A train must proceed prepared to stop at the interlocking signal when:
The train must continue to move prepared to stop at the interlocking signal until the train reaches a point approximately 1,000 feet from that signal. If the interlocking signal then indicates proceed, the train may resume speed.
Jeff
BaltACD xjqcf xjqcf blhanel A relatively short westbound IM just crossed the diamonds with an Arrowedge up front- another one coming your way, Jeff! Just saw the regular early morning westbound doublestack ("Z" train?) highballing the diamonds with one of these ...and a repeat performance this Monday morning, except the highball. This train, as well as an eastbound Z were were sitting for over 15 minutes athe home signal, but no sign of any BNSF activity nearby. They finally both got their repective signals and accelerated to track speed across the diamonds. Wonder if a time release had to run? Did you see a person go to the signal box to operate the release? If nobody went to the signal box the release timer was not used. I don't know 'the specifics' of this crossing. In many 'Automatic Interlockings at Grade' - the Train Dispatcher on their CTC display in many cases has to 'line the signal to cross' what this lining of the signal PERMITS - is the automatic features of the crossing to operate. If the Dispatcher does not line the signal, he is able to hold the train at the crossing for whatever operating issues he may be facing. The Dispatcher does not have control of traffic over the crossing. A train upon stopping with a STOP signal at the crossing will contact the Train Dispatcher and be governed by his instructions. If the Dispatcher indicates that he has the route lined, but the Absolute Signal is still at STOP, he will then instruct the train to utilize the Release Procedures for the crossing. The EXACT procedures are posted inside the signal box. There are a number of permutations of operation at 'Automatic Railroad Crossings at Grade', that are designed to account for local operating requirements. Many Automatic Crossings have no Dispatcher involvement, many have some have Dispatcher involvement that permits the Dispatcher to utilize the crossing as a 'Hold Out' signal and protect operational requirement happening beyond the signal.
xjqcf xjqcf blhanel A relatively short westbound IM just crossed the diamonds with an Arrowedge up front- another one coming your way, Jeff! Just saw the regular early morning westbound doublestack ("Z" train?) highballing the diamonds with one of these ...and a repeat performance this Monday morning, except the highball. This train, as well as an eastbound Z were were sitting for over 15 minutes athe home signal, but no sign of any BNSF activity nearby. They finally both got their repective signals and accelerated to track speed across the diamonds. Wonder if a time release had to run?
xjqcf blhanel A relatively short westbound IM just crossed the diamonds with an Arrowedge up front- another one coming your way, Jeff! Just saw the regular early morning westbound doublestack ("Z" train?) highballing the diamonds with one of these
blhanel A relatively short westbound IM just crossed the diamonds with an Arrowedge up front- another one coming your way, Jeff!
A relatively short westbound IM just crossed the diamonds with an Arrowedge up front- another one coming your way, Jeff!
Just saw the regular early morning westbound doublestack ("Z" train?) highballing the diamonds with one of these
...and a repeat performance this Monday morning, except the highball. This train, as well as an eastbound Z were were sitting for over 15 minutes athe home signal, but no sign of any BNSF activity nearby. They finally both got their repective signals and accelerated to track speed across the diamonds. Wonder if a time release had to run?
Did you see a person go to the signal box to operate the release? If nobody went to the signal box the release timer was not used.
I don't know 'the specifics' of this crossing.
In many 'Automatic Interlockings at Grade' - the Train Dispatcher on their CTC display in many cases has to 'line the signal to cross' what this lining of the signal PERMITS - is the automatic features of the crossing to operate. If the Dispatcher does not line the signal, he is able to hold the train at the crossing for whatever operating issues he may be facing. The Dispatcher does not have control of traffic over the crossing.
A train upon stopping with a STOP signal at the crossing will contact the Train Dispatcher and be governed by his instructions. If the Dispatcher indicates that he has the route lined, but the Absolute Signal is still at STOP, he will then instruct the train to utilize the Release Procedures for the crossing. The EXACT procedures are posted inside the signal box.
There are a number of permutations of operation at 'Automatic Railroad Crossings at Grade', that are designed to account for local operating requirements. Many Automatic Crossings have no Dispatcher involvement, many have some have Dispatcher involvement that permits the Dispatcher to utilize the crossing as a 'Hold Out' signal and protect operational requirement happening beyond the signal.
I didn't see anyone walk to the train crew release (Located on the front of signal hut). There is, however, a signal timeout which drops a cleared signal if the train hasn't entered the plant within 15 (or I've heard a DS speculate, 16 minutes) after being set up. In a normal situation after cross traffic clears it takes about 15 seconds to clear a route, although I don't really know if route requests "stack."
MrLynnUm. . . Seems to me EMD created the aerodynamic solution back in the '30s, with its F and E diesel cab units. It's the locomotive that hits the wind first. /Mr Lynn
Locomotives hit the air 1st for about 15.5 feet - Double Stacks are 20 feet 2 inches high. So for 4.5~ feet the containers can use some aero.
Paul of Covington writesong A little earlier, I saw a Union Pacific Intermodal Freight Train pulled by three locomotives, with the lead freight car's top container having a silver colored arrow shape at the front. Did anyone else notice that? I wish I'd snapped a picture. Is that a new device that Union Pacific is adding on to the top container of the leading freight car to act as a windbreak, to streamline the freight load? I've never seen that before. Also, I notice that if you look through those trees, you can see the headlamp of a locomotive long before it gets to the diamond. Is this what it looked like? http://www.railwayage.com/index.php/intermodal/up-arrowedge-technology-to-debut-this-month.html There was a discussion about it a couple of years ago at http://cs.trains.com/trn/f/111/t/220454.aspx
writesong A little earlier, I saw a Union Pacific Intermodal Freight Train pulled by three locomotives, with the lead freight car's top container having a silver colored arrow shape at the front. Did anyone else notice that? I wish I'd snapped a picture. Is that a new device that Union Pacific is adding on to the top container of the leading freight car to act as a windbreak, to streamline the freight load? I've never seen that before. Also, I notice that if you look through those trees, you can see the headlamp of a locomotive long before it gets to the diamond. Is this what it looked like?
A little earlier, I saw a Union Pacific Intermodal Freight Train pulled by three locomotives, with the lead freight car's top container having a silver colored arrow shape at the front.
Did anyone else notice that?
I wish I'd snapped a picture.
Is that a new device that Union Pacific is adding on to the top container of the leading freight car to act as a windbreak, to streamline the freight load?
I've never seen that before.
Also, I notice that if you look through those trees, you can see the headlamp of a locomotive long before it gets to the diamond.
Is this what it looked like?
http://www.railwayage.com/index.php/intermodal/up-arrowedge-technology-to-debut-this-month.html
There was a discussion about it a couple of years ago at
http://cs.trains.com/trn/f/111/t/220454.aspx
There was an article last year on the UP website suggesting they had embraced the Arrowedges for fuel savings. Other boards are saying they have as many as 49 in service, not sure on that.
Up til recently the only trains seen with them were the ZG4CI and ZCIG4 hotshots on the Sunset/Golden State rte. Showing up now on other Z trains across the network. Saw one on the Tower 55 cam at Ft Worth a few weeks ago.
jeffhergert Saw 2 more today. The first one I saw was about a week ago. Now it's becoming a daily occurance. I don't know if their doing more testing or have decided to declare it a rousing success and plan to use it more. Jeff
Saw 2 more today. The first one I saw was about a week ago. Now it's becoming a daily occurance. I don't know if their doing more testing or have decided to declare it a rousing success and plan to use it more.
CShaveRRLarry, you might be looking at the City of Rochelle Railroad, some distance east of the crossing.
I thought of that as I was writing. Even if UP doesn't have any on-line industries (there are a few sidings), they still have to interchange with CoRR.
For me, the question is how far out either railroad has to be to "capture" the crossing. This is where the switching/interchange issue comes in. I'm guessing that it's something like the predictive street crossing circuitry, where they will initially get the crossing while several miles out, but that "capture" will "time out" if they stop short.
Carl, I expect those are the same VRE cars I saw in Chicago last Wednesday.
There are delays possible at the Rochelle Interlocking. If UP crews are moving too slowly, it's possible to lose their lineup, and they have to be prepared for that possibility.Larry, you might be looking at the City of Rochelle Railroad, some distance east of the crossing. I don't think UP has much industry around here that it accesses directly, save for Global 3. But the City's railroad connects to both major carriers, and provides them with quite a bit of business.Jeff, I saw an eastbound stacker with an Arrowedge this morning; I think it's the first I've seen in person. They may have gotten a bunch of new ones. Also today, I saw an eastbound with a bunch of brand-new Virginia Railway Express cars. I don't know where they're coming from...I think Metra has bought a VRE option, but I thought that acquisition was down the road a bit.
Everything I've seen posted about Rochelle in the past indicates that this is a totally automatic interlocking.
That said, there's nothing to say that there isn't some sort of delay built into it.
And, since we don't know exactly how the entire Rochelle area is set up, signal-wise, we don't know how an oncoming train (for either railroad) affects the crossing if it stops before reaching the diamond. Both railroads have industrial customers in the area, by the looks of it.
Jeff & Brian:
Do I detect a couple of UP guys using this thread for company communications? Lovin' it.
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