Euclid According to Balt, there is no restriced speed imposed at LaGrange. According to information posted at Train Orders, there is a fixed speed limit of 10 mph for trains passing through that area.
According to Balt, there is no restriced speed imposed at LaGrange. According to information posted at Train Orders, there is a fixed speed limit of 10 mph for trains passing through that area.
Thanks to Chris / CopCarSS for my avatar.
Murphy Siding Euclid According to Balt, there is no restriced speed imposed at LaGrange. According to information posted at Train Orders, there is a fixed speed limit of 10 mph for trains passing through that area. A speed limit would be the maximum speed allowed. That doesn't mean they have to go the speed limit. A qualified, experienced engineer would proceed at a speed that he/she feels is safe, given the knowledge of the territory.
A speed limit would be the maximum speed allowed. That doesn't mean they have to go the speed limit. A qualified, experienced engineer would proceed at a speed that he/she feels is safe, given the knowledge of the territory.
I am not sure what the dispute is. The speed limit is 10 mph. I said earlier that restricted speed was not suitable. That is true. I also said it needed to be slower such as 10 mph. As it turns out, it is 10 mph. Nobody ever said that an engineer has to go the speed limit if he feels there is a reason to go slower. If the speed limit were 20 mph, I would not assume that every qualifed and experienced engineer would go 10 mph just because it seems safer.
Bucky just because the speed limit for someplace is say 65 MPH my drivers are not running that speed there based upon traffic and road conditions say in winter or in a thunderstorm. Heck around here there are times when 55 MPH on the highway is to damn fast during the winter going to work from my house and I drive slower than the speed limit to get there. Why I would rather arrive a couple minutes later and in one piece than have my family get that phone call that due my STUPIDITY that I spread myself all over the freaking highway when I spun out and wrapped my car around a telephone pole. The engineer in the video knew what the conditons were was running his train in respect of the rules of the railroad and was also being respectful of the people that he was interacting with. Trust me he knew what the HELL he was doing and had more training on running that spot of track than more people that run down the highway ever get.
Shadow the Cats owner Bucky just because the speed limit for someplace is say 65 MPH my drivers are not running that speed there based upon traffic and road conditions say in winter or in a thunderstorm. Heck around here there are times when 55 MPH on the highway is to damn fast during the winter going to work from my house and I drive slower than the speed limit to get there. Why I would rather arrive a couple minutes later and in one piece than have my family get that phone call that due my STUPIDITY that I spread myself all over the freaking highway when I spun out and wrapped my car around a telephone pole. The engineer in the video knew what the conditons were was running his train in respect of the rules of the railroad and was also being respectful of the people that he was interacting with. Trust me he knew what the HELL he was doing and had more training on running that spot of track than more people that run down the highway ever get.
Hey I never criticized the engineer. If you look at page 1, you will see that I said, “The engineer in this video used a perfect method of operation.”
The speed limit is 10 mph. The engineer looked like he was approaching about that fast, and then he slowed down further as he got closer.
I also defended the truck driver because he was purely a victim of a bone headed traffic control design. What was he supposed to do? Other websites have the endless parade of the usual suspects piling on the truck driver for being a moron or idiot. You know the drill.
The oddball sharing of the right of way between vehicles and trains goes back to the beginning of the town. Apparently the railroad was there first. You would think that they could have worked out a plan. I would speculate that there are a lot of train/vehicle collisions there, but none are very serious. But I’ll bet CSX ends up paying claims. The real risk is pedestrians getting run over by drivers who are panicked by believing they are trapped with a train approaching.
So, did the engineer get discplined for delaying trains?
Jeff
Given the unique arrangement of the tracks, would it make sense to have the crossing gates activate much sooner than is typical? When the truck enters the intersection, the train is already in view. With an earlier activation, the truck would've been safely stopped behind the gates.
AjsikGiven the unique arrangement of the tracks, would it make sense to have the crossing gates activate much sooner than is typical?
Do that and you'll rapidly develop a screaming group of citizens held up for an extended period every time a train comes near. Citizens increasingly likely to 'run the gates' or start crossing when they 'don't see the train'. All this is more counterproductive than safe.
That is not to say that some other form of warning could not be provided earlier than crossing-gate activation, to alert people in town or approaching the crossing that something's coming. I first saw this used at the Pathmark on River Edge Road in Bergenfield, NJ, which was immediately adjacent to a control point on the West Shore (just before it becomes grade-separated going southbound) -- this was several gumball-style red flashers mounted high up on some of the light posts. These would reliably give something like 5 minutes' notice that a train was expected. Presumably these were triggered by a longer, perhaps momentary-contact track circuit.
One response prompted by the incident pictured would be simply to forbid right turns by 'combinations' at that particular corner when such a light came on. Others will suggest themselves. This keeps the formal 'safety' functions of four-quadrant gates reserved for the actual time the train will be passing over the 'collision zone' in the crossing.
AjsikGiven the unique arrangement of the tracks, would it make sense to have the crossing gates activate much sooner than is typical? When the truck enters the intersection, the train is already in view. With an earlier activation, the truck would've been safely stopped behind the gates.
Notice that after the train stopped - the gates raised and only lowered again after the train had started moving. I have no idea what kind of detector circuits are being utilized for this particular crossing protection. After the train had stopped, I fully expected the Conductor to have to proceed to the crossing so the train could 'Flag the Crossing'. Detector circuits are better than I had anticipated.
Never too old to have a happy childhood!
BaltACDAfter the train had stopped, I fully expected the Conductor to have to proceed to the crossing so the train could 'Flag the Crossing'. Detector circuits are better than I had anticipated.
Is it possible the engineer or conductor could control the crossing signals from the locomotive cab?
I have no train experience and know absolutely nothing about how this all works.
York1 John
Actually, LaGrange and CSX seem to have a completely peaceful coexistence, which is promoted by the town as a sort of charming attraction because it is so unique. Trains appear to move through at about 5 mph prepared to stop short of any obstruction if possible.
https://www.lagrangemainstreet.org/
Video from the same camera in La Grange showing a car sitting too close to the tracks and getting hit.
https://www.youtube.com/watch?v=603kPUzv36M
BaltACDNotice that after the train stopped - the gates raised and only lowered again after the train had started moving. I have no idea what kind of detector circuits are being utilized for this particular crossing protection. After the train had stopped, I fully expected the Conductor to have to proceed to the crossing so the train could 'Flag the Crossing'. Detector circuits are better than I had anticipated.
I suspect that CSX has the newer type of audiotone track overlay circuits that act like a radar gun and determine distance, direction and speed of the track shunting object (train). When the speed sensed goes to zero, it then starts a timer and after a delay, aborts the gate operation but as soon as it detects motion toward the crossing, it reactivates the protection. This type of protection is so much better that older track circuits. It does not require all the insulated rail joints and works on welded rail.
Electroliner 1935I suspect that CSX has the newer type of audiotone track overlay circuits that act like a radar gun and determine distance, direction and speed of the track shunting object (train). When the speed sensed goes to zero, it then starts a timer and after a delay, aborts the gate operation but as soon as it detects motion toward the crossing, it reactivates the protection. This type of protection is so much better that older track circuits. It does not require all the insulated rail joints and works on welded rail.
I know them as "predictive." One problem with them, though, is that the rail needs to be pretty well polished - not a good thing for a line that only gets one or two movements a week, or less.
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...
Electroliner 1935 BaltACD Notice that after the train stopped - the gates raised and only lowered again after the train had started moving. I have no idea what kind of detector circuits are being utilized for this particular crossing protection. After the train had stopped, I fully expected the Conductor to have to proceed to the crossing so the train could 'Flag the Crossing'. Detector circuits are better than I had anticipated. I suspect that CSX has the newer type of audiotone track overlay circuits that act like a radar gun and determine distance, direction and speed of the track shunting object (train). When the speed sensed goes to zero, it then starts a timer and after a delay, aborts the gate operation but as soon as it detects motion toward the crossing, it reactivates the protection. This type of protection is so much better that older track circuits. It does not require all the insulated rail joints and works on welded rail.
BaltACD Notice that after the train stopped - the gates raised and only lowered again after the train had started moving. I have no idea what kind of detector circuits are being utilized for this particular crossing protection. After the train had stopped, I fully expected the Conductor to have to proceed to the crossing so the train could 'Flag the Crossing'. Detector circuits are better than I had anticipated.
On CN we know the newer type as "smart crossings".
The older type with fixed bonds require stopping before the crossing circuit (marked by signs) to avoid unnecessary operation of the warning devices if a train is not proceeding right away. Some of these crossings have manually operated buttons/switches to shut off the warning devices once a train has pulled up to the crossing and stopped.
Greetings from Alberta
-an Articulate Malcontent
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