Bad train pictures

[jeffhergert]

QUOTE: Originally posted by CShaveRR

Up here, vests are required at all times for RCOs; they're orange, with yellow visibility stripes. Newbies wear reflectorized leg bands (orange for under six months, green for under four years).

The RCO vest is needed because the control box hangs on it. It is heavier than the normal Orange/Green vests used by new-hires and maintenance of way crews.
Also on the UP the wearing of vests or the leg bands varies between service units (divisions). At Clinton I see the Chicago crews just like described above. Usually the newest ones have a full vest. At Fremont it seems all the North Platte crews have a leg band. Have also seen reflectorized shoe laces.
On the Council Bluffs service unit when I hired out we wore the orange vest for six months. I kept mine and have used it when called for single track switch tending jobs or work trains where I might be walking on the ground close to MOW equipment like cranes, etc. Now it seems like the CoBluffs new hires only wear the vests the first 12 weeks or so. The student's last two weeks of road training, at least the ones I had, didn't wear a vest.
Jeff

[jeffhergert]

QUOTE: Originally posted by CShaveRR

Up here, vests are required at all times for RCOs; they're orange, with yellow visibility stripes. Newbies wear reflectorized leg bands (orange for under six months, green for under four years).

The RCO vest is needed because the control box hangs on it. It is heavier than the normal Orange/Green vests used by new-hires and maintenance of way crews.
Also on the UP the wearing of vests or the leg bands varies between service units (divisions). At Clinton I see the Chicago crews just like described above. Usually the newest ones have a full vest. At Fremont it seems all the North Platte crews have a leg band. Have also seen reflectorized shoe laces.
On the Council Bluffs service unit when I hired out we wore the orange vest for six months. I kept mine and have used it when called for single track switch tending jobs or work trains where I might be walking on the ground close to MOW equipment like cranes, etc. Now it seems like the CoBluffs new hires only wear the vests the first 12 weeks or so. The student's last two weeks of road training, at least the ones I had, didn't wear a vest.
Jeff

[CShaveRR]

Up here, vests are required at all times for RCOs; they're orange, with yellow visibility stripes. Newbies wear reflectorized leg bands (orange for under six months, green for under four years).

[CShaveRR]

Up here, vests are required at all times for RCOs; they're orange, with yellow visibility stripes. Newbies wear reflectorized leg bands (orange for under six months, green for under four years).

[edblysard]

At the PTRA, we are issued a Scotchlite reflective belt and holster for our radio, and of course, the switchmans lantren, and are required to use both, from one hour before sunset, to one hour after sunrise.

The vest is a option, the belt is required by our safety rules.

Rookies, (new hires) are required to wear a safety yellow ball cap, until they are over their derail, or probation period.

This identifies them to all other employees as a newbie, and make it easy to keep tabs on them.

Keeping tabs on new guys in a switching yard is really important, statisticly, a switching yard is the most dangerous place to work on any railroad, more accidents and injuries happen there than all other places on the railroad combined, and last year, most injuries have occured while riding a shoving movement...

Personally, I have used both the vest and the belt, and found both work quite well.
From the cost angle, the vest appears to be the least expensive product, yet offers more visiability at night.

The only drawback I could find for the vest was, even though it is made from a lightweight plastic net or mesh, in Houston's heat and high humidity, it was uncomfortable and caused me to perspire more.

All of our operating officers wear the vest whenever they are out in the yard,
and it makes it quite easy to see them from a distance, day or night.

Which, depending on your work habits, can be a plus!

Down here, both UP and BNSF require their employees in yard service to wear the vest at night.

The few times I have been in the cab at night(whiskers count at small railroads)
did convince me that the vest is a safer product.

While both the belt and vest are highly reflective, you dont have to think about what you are looking at when you see someone wearing the vest.

I bet you see the vest as standard issue industry wide in the next few years.

Anyone here work for a class one who can let us in on wether the vest is a required tool at night one your road?


Ed

[edblysard]

At the PTRA, we are issued a Scotchlite reflective belt and holster for our radio, and of course, the switchmans lantren, and are required to use both, from one hour before sunset, to one hour after sunrise.

The vest is a option, the belt is required by our safety rules.

Rookies, (new hires) are required to wear a safety yellow ball cap, until they are over their derail, or probation period.

This identifies them to all other employees as a newbie, and make it easy to keep tabs on them.

Keeping tabs on new guys in a switching yard is really important, statisticly, a switching yard is the most dangerous place to work on any railroad, more accidents and injuries happen there than all other places on the railroad combined, and last year, most injuries have occured while riding a shoving movement...

Personally, I have used both the vest and the belt, and found both work quite well.
From the cost angle, the vest appears to be the least expensive product, yet offers more visiability at night.

The only drawback I could find for the vest was, even though it is made from a lightweight plastic net or mesh, in Houston's heat and high humidity, it was uncomfortable and caused me to perspire more.

All of our operating officers wear the vest whenever they are out in the yard,
and it makes it quite easy to see them from a distance, day or night.

Which, depending on your work habits, can be a plus!

Down here, both UP and BNSF require their employees in yard service to wear the vest at night.

The few times I have been in the cab at night(whiskers count at small railroads)
did convince me that the vest is a safer product.

While both the belt and vest are highly reflective, you dont have to think about what you are looking at when you see someone wearing the vest.

I bet you see the vest as standard issue industry wide in the next few years.

Anyone here work for a class one who can let us in on wether the vest is a required tool at night one your road?


Ed

[edblysard]

Depends on whether you want him to blast you with the headlight and ditch lights on full...

Seriously, if you have the exposed bulb on, it makes no difference, he(or she) can see the light from a long distance.

From the engine, after you are a few cars away, all the engineer really sees is a point of light, wether you point it directly at them or not.


The "flashlight" portion is just that, a flashlight for the switchman to use to read his list, or inspect a car, or just light where he is walking.

Ed

[edblysard]

Depends on whether you want him to blast you with the headlight and ditch lights on full...

Seriously, if you have the exposed bulb on, it makes no difference, he(or she) can see the light from a long distance.

From the engine, after you are a few cars away, all the engineer really sees is a point of light, wether you point it directly at them or not.


The "flashlight" portion is just that, a flashlight for the switchman to use to read his list, or inspect a car, or just light where he is walking.

Ed

[Anonymous]

When you have a starlite Lamp, and have the signaling light on, do you hold the lamp by the handle pointing down or actually point the lamp at the engineer?

[Anonymous]

When you have a starlite Lamp, and have the signaling light on, do you hold the lamp by the handle pointing down or actually point the lamp at the engineer?

[Anonymous]

QUOTE: Originally posted by CSSHEGEWISCH

On detours, the National Detour Agreement comes into play. The Amtrak engineer may still be operating the locomotive but the host road would provide a pilot to pass information about the road and signals to the engineer.

Thanks. I guess its like a ship entering a port.

[Anonymous]

QUOTE: Originally posted by CSSHEGEWISCH

On detours, the National Detour Agreement comes into play. The Amtrak engineer may still be operating the locomotive but the host road would provide a pilot to pass information about the road and signals to the engineer.

Thanks. I guess its like a ship entering a port.

[CSSHEGEWISCH]

On detours, the National Detour Agreement comes into play. The Amtrak engineer may still be operating the locomotive but the host road would provide a pilot to pass information about the road and signals to the engineer.

[CSSHEGEWISCH]

On detours, the National Detour Agreement comes into play. The Amtrak engineer may still be operating the locomotive but the host road would provide a pilot to pass information about the road and signals to the engineer.

[CSSHEGEWISCH]

A lot depends on whether a time lock is also involved or not. Time locks, if used, come into play if a train is delayed while in the approach circuit. The Special Instructions would include a sentence stating to the effect that if a train passes the distant signal and is subsequently delayed, it should approach the home signal prepared to stop.

[CSSHEGEWISCH]

A lot depends on whether a time lock is also involved or not. Time locks, if used, come into play if a train is delayed while in the approach circuit. The Special Instructions would include a sentence stating to the effect that if a train passes the distant signal and is subsequently delayed, it should approach the home signal prepared to stop.

[Anonymous]

Stupid Question - If Amtrak is detoured off its normal route - who takes direct command of the Loco Amtrak?

[Anonymous]

Stupid Question - If Amtrak is detoured off its normal route - who takes direct command of the Loco Amtrak?

[CShaveRR]

My speculation would be--assuming, as you do, that no other trains are on the same route, that the signal would clear instantly, once the conflicting movement had cleared the circuit for the home signals.

But maybe I should go investigate this weekend.

[CShaveRR]

My speculation would be--assuming, as you do, that no other trains are on the same route, that the signal would clear instantly, once the conflicting movement had cleared the circuit for the home signals.

But maybe I should go investigate this weekend.

[tree68]

We're mostly familiar with how crossings like Rochelle work - first come first serve, all handled by track circuits.

We've also discussed a RR "holding" a crossing for another train.

So, assuming that there are no other movements involved, just how long is it after a train clears the crossing that the other line gets green?

[tree68]

We're mostly familiar with how crossings like Rochelle work - first come first serve, all handled by track circuits.

We've also discussed a RR "holding" a crossing for another train.

So, assuming that there are no other movements involved, just how long is it after a train clears the crossing that the other line gets green?

[dehusman]

Actually the machine doesn't really "unload" the rail. You chain the rail to the existing track and pull the train out from under it The machine guides the rail into place on the ground.

The most common detectors for flat wheels have been in service since the 1800's. Ears and eyes. There are new electronic detectors but they are relatively rare (as compared to other detectors). They measure the vertical impact of the wheel on the rail (strain guages).

Dave H.

[dehusman]

Actually the machine doesn't really "unload" the rail. You chain the rail to the existing track and pull the train out from under it The machine guides the rail into place on the ground.

The most common detectors for flat wheels have been in service since the 1800's. Ears and eyes. There are new electronic detectors but they are relatively rare (as compared to other detectors). They measure the vertical impact of the wheel on the rail (strain guages).

Dave H.

[Anonymous]

How flat can a wheel be before it needs to be turned and how do the detectors pick them up? The sound and shock of a flat wheel on empty grain car is quite a bit different than a loaded coal car. I assume wheels are softer than the rail - do minor flat spots work themselves out?

[Anonymous]

How flat can a wheel be before it needs to be turned and how do the detectors pick them up? The sound and shock of a flat wheel on empty grain car is quite a bit different than a loaded coal car. I assume wheels are softer than the rail - do minor flat spots work themselves out?

[Overmod]

Dave -- a flat wheel occurs when the brakes are applied too firmly and the wheeltread 'skids' on the rail. You can imagine that significant friction will result here, even for a relatively small amount of motion. Even a small 'flat' on a heavily loaded steel wheel will cause high shock forces on the rail (and high localized stress when the 'corners' roll through the contact patch).

Imnsho, the 'correct' way to handle this kind of situation would be to have an appropriate on-car wheel lathe (cf Hegenscheidt, http://www.hegenscheidt-mfd.de/gb/index.htm) in convenient places to treat cars (and perhaps locomotives) that have been 'detected' or otherwise tracked with flat wheels. My impression is that the cost of this equipment hasn't been thought justified for 'interchange' service or repair by the accepting railroads; I'm not sure what would need to happen to get the idea widely enough adopted.

[Overmod]

Dave -- a flat wheel occurs when the brakes are applied too firmly and the wheeltread 'skids' on the rail. You can imagine that significant friction will result here, even for a relatively small amount of motion. Even a small 'flat' on a heavily loaded steel wheel will cause high shock forces on the rail (and high localized stress when the 'corners' roll through the contact patch).

Imnsho, the 'correct' way to handle this kind of situation would be to have an appropriate on-car wheel lathe (cf Hegenscheidt, http://www.hegenscheidt-mfd.de/gb/index.htm) in convenient places to treat cars (and perhaps locomotives) that have been 'detected' or otherwise tracked with flat wheels. My impression is that the cost of this equipment hasn't been thought justified for 'interchange' service or repair by the accepting railroads; I'm not sure what would need to happen to get the idea widely enough adopted.

[Willy2]

What I really like about threads like this one is I always learn more than just the answer to the question asked. Thanks!

[Willy2]

What I really like about threads like this one is I always learn more than just the answer to the question asked. Thanks!