My hubby was the night owl in his team with my late FIL about 20 years ago. He also knew the password for the computer on the fleet for the governor setting on the trucks. So going down the road late at night most of the time he had the governor bypassed. His dad always said Wyoming and Nebraska were boring at night. My hubby normally was blasting across them at around 80.
He also has said that half the time he was doing that to make up the time that was lost getting freaking loaded on either end and. When they only got 42 hours Chicago to Stockton or Fullerton and they lost 6 getting loaded some thing had to be done.
I know the passenger trains set their own speeds at times. On UP City of St. Louis going thru Utah, we were running late. The dining car kept dropping dishes and bumping into each other as we ate Dad knew something was up as these guys were used to working on a moving train. After dinner we went into the diner and talked to a guy clocking mileposts and we were doing 100 mph. UP passenger on UP tracks and shove freights out of the way.
It is very dangerous to stand too close to a moving train for the reasons listed above. Not so bad when I was a kid as most everything moved in boxcars and nothing hanging out. But Dad and I still kept back in case a car jumped the track, that could happen. I remember Dad taking Mom and I down to yard to see them put a car back on the track. It had not fell over but wheels were off the rails. Now there is a big hazard with so much open cargo. Very interesting comments and videos.
It is interesting to me that the Southern, in ATS territory, never authorized (according to the ETT's I have) a speed greater than 1 mph above the maximum speed allowed for ABS protection. Perhaps this was because almost of the tracks in the system were originally laid in the 19th century, and no more than the minimum necessary earthmoving was done, and rather than have a higher maximum speed allowed on the straighter sections, a uniform limit was imposed--except on stretches that were really crooked?
Johnny
tree68 tabeckett I suppose you have to draw the line somewhere, however. No different than the highways. Fifty-five is legal, fifty-six is not - you can get a ticket for it, although most judges (and LEOs) give you some leeway there. A retired trooper I know has said "nine is fine, ten, you're mine."
tabeckett I suppose you have to draw the line somewhere, however.
No different than the highways. Fifty-five is legal, fifty-six is not - you can get a ticket for it, although most judges (and LEOs) give you some leeway there.
A retired trooper I know has said "nine is fine, ten, you're mine."
Maryland with regard to photo enforced Work Zones - advertises that in Work Zones the posted speed +12 - if the zone is 55 MPH you will get you picture and your ticket at 67 MPH.
Never too old to have a happy childhood!
tabeckettI suppose you have to draw the line somewhere, however.
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...
Aside from the legalities, there's probably zero difference from an operating standpoint. A train running 80 MPH is not going to handle any differently at 79; a pile up at 80 will still be a big mess, just as it will at 79. I suppose you have to draw the line somewhere, however.
Lithonia Operator How does lowering speed limits by only 1 mph have any meaningful effect at all?
How does lowering speed limits by only 1 mph have any meaningful effect at all?
Usually, the problem was the ATS shoe on the locomotive, not the wayside hardware. (got called out by the DS more than once to go look for Amtrak's lost shoe between Dodge City and La Junta.
zugmannDifferent beasts. Run through switches aren't always spring. Some just flop over to the other side and stay there.
I'm old enough to remember when streetcars rode the inclines in Cincinnati. They used a spring switch plus a trail and stay switch to route the streetcars onto the incline cars. When the desending car reached the bottom of the trip, it would pass through the trail and stay switch onto a short piece of single track and then go through a spring switch to the outbound street track. The arriving car would go through the spring switch to the single track and then the trail and stay switch would route it to the down car to go up. At the top of the incline was a similar arrangement. At the Fox River Trolley Museum, we use a trail and stay to route cars back to the track they originated from when running one car at a time. When we are operating two cars, we have to manually throw the switch when returning. We have spring switches on our siding just like many interurban lines did so meets don't need the conductor to throw the switches.
zugmann Deggesty I have the impression that "run through" switches are also known as "spring"switches; after the points are forced over by wheels the points are moved back by a spring. As I recall, wherever they are used the ETT has words about them. Different beasts. Run through switches aren't always spring. Some just flop over to the other side and stay there. And always remember: EVERY switch can be a run through switch once!
Deggesty I have the impression that "run through" switches are also known as "spring"switches; after the points are forced over by wheels the points are moved back by a spring. As I recall, wherever they are used the ETT has words about them.
Different beasts. Run through switches aren't always spring. Some just flop over to the other side and stay there.
And always remember: EVERY switch can be a run through switch once!
Just don't reverse the move's direction after running through it.
Thanks, Zug. So, one that just flops over has to be lained back and locked after going throough it?
DeggestyI have the impression that "run through" switches are also known as "spring"switches; after the points are forced over by wheels the points are moved back by a spring. As I recall, wherever they are used the ETT has words about them.
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
I have the impression that "run through" switches are also known as "spring"switches; after the points are forced over by wheels the points are moved back by a spring. As I recall, wherever they are used the ETT has words about them.
We run an old Reading branch that has switches without latches. We use the switchlock as a poor man's keeper.
nsecbuengineerYou partially correct. Not all switches have latches. The NS yard in Raleigh NC has 'no latch' switches on the ladder tracks. We called them "run through" switches. The railroad did not like that term but they were designed for the points to move without breaking the spindle in the event of an accidental move the wrong way on a trailing movement. Saved a lot of time having the MOW department come and fix it before operations could continue. Things did tend to loosen up occasionally though so you have to be vigilant about properly checking the switch points every time you threw it. Unfortunately, in the video you can't see the latch, or lack of, but in didn't appear to me that he stepped on anything before he threw it. One other nit-picky thing, which I do, just ask my wife. We were taught that you can't properly check if the switch points fit up correctly on the rail opposite the switch stand unless you physically step over and look. Sometimes it may look right from the other side, but better to make absolutely sure. Too many lazy people take the short cuts.
One other nit-picky thing, which I do, just ask my wife. We were taught that you can't properly check if the switch points fit up correctly on the rail opposite the switch stand unless you physically step over and look. Sometimes it may look right from the other side, but better to make absolutely sure. Too many lazy people take the short cuts.
The Run-through switches were also known a Racor Switches. While they can be trailed through without need of having the points lined for the movement - when used in a point facing direction the switch must be lined by use of the switch throwing mechanism, with the switch handle being latched in postion when it is thrown.
Scuttlebutt is that CSX removed Racor switches from the property because they weren't getting enough run through switch e-test failures.
BaltACD You partially correct. Not all switches have latches. The NS yard in Raleigh NC has 'no latch' switches on the ladder tracks. We called them "run through" switches. The railroad did not like that term but they were designed for the points to move without breaking the spindle in the event of an accidental move the wrong way on a trailing movement. Saved a lot of time having the MOW department come and fix it before operations could continue. Things did tend to loosen up occasionally though so you have to be vigilant about properly checking the switch points every time you threw it. Unfortunately, in the video you can't see the latch, or lack of, but in didn't appear to me that he stepped on anything before he threw it. One other nit-picky thing, which I do, just ask my wife. We were taught that you can't properly check if the switch points fit up correctly on the rail opposite the switch stand unless you physically step over and look. Sometimes it may look right from the other side, but better to make absolutely sure. Too many lazy people take the short cuts. tree68 Flintlock76 I'm also surprised there was no way to lock it in place, but what do I know? There is, and it appeared to me that he did make sure the lock/latch was in place. It also appeared that he verified the position of the points. The bounce in the lever is not unusual. Odds are one of the cars picked the switch - perhaps a case of too sharp a profile on the flanges. Sharp flange or a worn switch point. There are keepers on 'switch ties' either side of the switch machine to secure the switch 'ball' and its activation bar. Brakeman steps on the treadle on the left to release the switch ball and rod and observes that the rod and ball are secured on the other side when completing throwing the switch. In the 2nd video it appears that both these things were done properly as well as the brakeman observing that the points did actually throw and mate against the stock rail.
You partially correct. Not all switches have latches. The NS yard in Raleigh NC has 'no latch' switches on the ladder tracks. We called them "run through" switches. The railroad did not like that term but they were designed for the points to move without breaking the spindle in the event of an accidental move the wrong way on a trailing movement. Saved a lot of time having the MOW department come and fix it before operations could continue. Things did tend to loosen up occasionally though so you have to be vigilant about properly checking the switch points every time you threw it. Unfortunately, in the video you can't see the latch, or lack of, but in didn't appear to me that he stepped on anything before he threw it.
tree68 Flintlock76 I'm also surprised there was no way to lock it in place, but what do I know? There is, and it appeared to me that he did make sure the lock/latch was in place. It also appeared that he verified the position of the points. The bounce in the lever is not unusual. Odds are one of the cars picked the switch - perhaps a case of too sharp a profile on the flanges.
Flintlock76 I'm also surprised there was no way to lock it in place, but what do I know?
There is, and it appeared to me that he did make sure the lock/latch was in place. It also appeared that he verified the position of the points. The bounce in the lever is not unusual.
Odds are one of the cars picked the switch - perhaps a case of too sharp a profile on the flanges.
Sharp flange or a worn switch point. There are keepers on 'switch ties' either side of the switch machine to secure the switch 'ball' and its activation bar.
Brakeman steps on the treadle on the left to release the switch ball and rod and observes that the rod and ball are secured on the other side when completing throwing the switch. In the 2nd video it appears that both these things were done properly as well as the brakeman observing that the points did actually throw and mate against the stock rail.
Back in the 70's, some friends were taking train photos of the BN in Chillicothe, Iowa. They saw a flat car derail and it sheered every other bolt at rail joints. They ran. They did not know the hotbox signal to give the crew in the waycar. Nobody in town would come to the door when they tried to find a phone. They jumped in their car and took off for Ottumwa and ran up the stairs in the division offices (which were still there) and told the first person they saw. The train was almost out of town and was immediately stopped. The flat car rerailed itself, but was damaged and set out. The track was inspected and shut down for repair. The next train that would have passed would have been the east bound Amtrak. Days later, they were called by the railroad and asked for their social security numbers and were told they would each get a $25 savings bond. They showed up and were told they would not get the $25 bonds. They were each given a $100 bond and had their picture taken. They did not have photos of the derailment since they ran, but they retrieved a tape recorder and had the sounds of it.
Things are different today with cell phones that did not exist when this happened.
Growing up along the NYC's old West Shore LIne (today CSX) in the northeast suburbs of New Jersey we were admonished by our parents to never - NEVER! - walk on the railroad tracks and to stay on the 'safe' side of the crossing gates when they're down. We were told the trains created wind that would suck us under the moving rail cars. Our parents did not sugar coat it when explaning to a ten year old kid: "You weigh less than sixty pounds, a train will suck you right under it before you even know you're off the ground!" Even as teens, after the original four-track main was reduced to two, we stayed off the tracks. In high school a friend was walking where the original center tracks had been when he saw a train approaching, being he was walking between the far-apart remaining tracks he felt safe; what he didn't hear was a train approaching from behind on the other track. Suddenly he was between two fast freights running in opposite directions, both many feet apart but close enough to create a tornado-like vortex. He threw himself to the gound and pulled his jacket over his head to fend off debris the wind was throwing around. Needless to say my friend never walked the tracks again.
Don't stand too close. 20 yrs ago 2 teen girls and a boy were were standing close to tracks when Amtrak going by and pushed boy in front and train killed him. Sad
Dust and dirt can get into eyes standing too Damm close also. Be careful.
Standing too close to fast moving train will suck you in if you are unbalanced and very light weight.
chatanugaFound the crash information. It was Amtrak's Silver Meteor in 1994 in North Carolina. https://www.upi.com/Archives/1994/05/16/Amtrak-train-derails-in-NC-1-dead/7944769060800/ Kevin
https://www.upi.com/Archives/1994/05/16/Amtrak-train-derails-in-NC-1-dead/7944769060800/
Kevin
https://dotlibrary.specialcollection.net/Document?db=DOT-RAILROAD&query=(select+4127)
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Found the crash information. It was Amtrak's Silver Meteor in 1994 in North Carolina.
http://chatanuga.org/RailPage.html
http://chatanuga.org/WLMR.html
jeffhergertTrailer/container doors coming open aren't all that unusual. Yesterday a Z train was stopped because a FedEx trailer's door came open. I remember some years back a UPS trailer door came open and they called out a section gang to patrol the right of way and pick up packages. Jeff
Jeff
Such actions happen when doors are found open on UPS, FedEx and US Mail; or at least they did before PSR.
Intermodal equipment can sometimes become unbalanced, for various reasons, enough to foul the adjacent track if the track spacing is close. I remember reading about an engineer (I think it was out west on the Santa Fe) who on a left hand curve saw a trailer leaning out that he yelled at the brakeman on the other side of the cab to hit the floor, just in time before it struck the cab.
Trailer/container doors coming open aren't all that unusual. Yesterday a Z train was stopped because a FedEx trailer's door came open. I remember some years back a UPS trailer door came open and they called out a section gang to patrol the right of way and pick up packages.
There was an AMTRAK train that left Chicago on the former PRR, (now NS) track and as it was passing the freight yard between 47th St and Englewood, hit a piggyback trailer door that had been swung open breaking the engineers mirror and maybe the windshield, but that was possibly 20 years ago. Don't remember whether it had been opened by thieves but there have been multiple cases of theft from RR cars in that area.
tree68 ccltrains at my age (79) is can be a little foggy. They say that something is the first to go, and I can't remember what it is, either... I think I've heard of trailers/containers coming loose. I know I've heard of lumber getting loose...
ccltrains at my age (79) is can be a little foggy.
They say that something is the first to go, and I can't remember what it is, either...
I think I've heard of trailers/containers coming loose. I know I've heard of lumber getting loose...
If it is supposed to be secured - it can become unsecured while in transit.
ccltrainsat my age (79) is can be a little foggy.
jeffhergert Today I heard a train report that the conductor's windshield had been shattered by a loose chain on a passing train. The chain was able to swing up and hit the windshield. I once had a passing train throw some object up and break the glass in the number board of our engine. This was an engine that had the number board above the cab instead of on the nose. Jeff
Today I heard a train report that the conductor's windshield had been shattered by a loose chain on a passing train. The chain was able to swing up and hit the windshield.
I once had a passing train throw some object up and break the glass in the number board of our engine. This was an engine that had the number board above the cab instead of on the nose.
Wasn't there an Amtrak crash several years ago (I'm wanting to say South Carolina) where they were passing a piggyback train going in the opposite direction and collided with a trailer on the piggyback train that had somehow gotten loose with one end coming off the side of the car?
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