Bad train pictures

[Anonymous]

QUOTE: Originally posted by edblysard

Hey, it got down to 27 degrees last night, for a whole three hours.
Of course, its 60 degrees now, but...
Tomorrow it will get to 72.
No place but Texas.
Ed

Yeah Ed, but what about the summer when it gets up over 100 and you need a snorkel to breathe in the humidity? Up here in Maryland...er...never mind.

[Anonymous]

QUOTE: Originally posted by edblysard

Hey, it got down to 27 degrees last night, for a whole three hours.
Of course, its 60 degrees now, but...
Tomorrow it will get to 72.
No place but Texas.
Ed

Yeah Ed, but what about the summer when it gets up over 100 and you need a snorkel to breathe in the humidity? Up here in Maryland...er...never mind.

[edblysard]

Hey, it got down to 27 degrees last night, for a whole three hours.
Of course, its 60 degrees now, but...
Tomorrow it will get to 72.
No place but Texas.
Ed

[edblysard]

Hey, it got down to 27 degrees last night, for a whole three hours.
Of course, its 60 degrees now, but...
Tomorrow it will get to 72.
No place but Texas.
Ed

[CShaveRR]

Yes, Ed, coolant temperature is another consideration in the automatic shutdown/restart devices on some of these locomotives, but you being a Texan and all you probably haven't had to deal with that too much ;-). UP has retrofitted a lot of GP38s, SD38-2s, and GP15-1s with a "Smart Start" system.

[CShaveRR]

Yes, Ed, coolant temperature is another consideration in the automatic shutdown/restart devices on some of these locomotives, but you being a Texan and all you probably haven't had to deal with that too much ;-). UP has retrofitted a lot of GP38s, SD38-2s, and GP15-1s with a "Smart Start" system.

[dehusman]

The rules of the railroad will specify whether the engines are shut down. If its below 40 deg then none of the engines will be shut down. If its above 40 deg then they may shut down all but the lead unit to keep air on the train.

The new crew will do a set and release test on the train to make sure the brakes are all working and they have a continuous trainline. That involves charging the trainline, making a brake reduction, seeing the reduction on the rear end, checking the leakage and releasing the brakes to see if the pressure comes back up on the rear end.

If the train has crossing cut and its been sitting more than 4 hours then any portions that were detached from the engine will need a full blown initial terminal air test.

Dave H.

[dehusman]

The rules of the railroad will specify whether the engines are shut down. If its below 40 deg then none of the engines will be shut down. If its above 40 deg then they may shut down all but the lead unit to keep air on the train.

The new crew will do a set and release test on the train to make sure the brakes are all working and they have a continuous trainline. That involves charging the trainline, making a brake reduction, seeing the reduction on the rear end, checking the leakage and releasing the brakes to see if the pressure comes back up on the rear end.

If the train has crossing cut and its been sitting more than 4 hours then any portions that were detached from the engine will need a full blown initial terminal air test.

Dave H.

[Anonymous]

Congratulations on getting that star Bob and Nace!!!!!!!!!!!

[Anonymous]

Congratulations on getting that star Bob and Nace!!!!!!!!!!!

[Anonymous]

Bob and Nance [:)]

Congrats on the STAR. [8D] I wish you each many more. [:)]

Now you are on the way to the second one. Keep posting and it will come.[:)]

[Anonymous]

Bob and Nance [:)]

Congrats on the STAR. [8D] I wish you each many more. [:)]

Now you are on the way to the second one. Keep posting and it will come.[:)]

[edblysard]

Hi Bob and Nancy,

Depends on the locomotive.

Older one, SD40s, and older, will be left running almost all of their life time, they are designed for that, it keeps the lube oil warm and flowing, the water in the cooling system from freezing, air in the trainline up, keep the batteries charged, things like that.

Newer locomotives, like BNSF Dash 9, have a auto start/stop feature.
If left tied down, with the reverser removed, the locomotives control "computer"
will shut off the diesel if no control surface is moved with in a certain time frame.

Then, if battery voltage drops below a predetermined point, or the air in the main brake resevoir drops, the sensors will crank the diesel over and start the locomotive to recharge the battery or the air.

About the only reason you would want to turn a locomotive off is fuel conservation or diesel maintainance.

These things a built to run all the time.

As for the brake test, as long as the train in intact, the locomotive hasnt been cut off, or the cars allowed to stand by themselves with out the locomotive attached for over four hours, all the new crew has to do is check with the rear end device, do a set and release to make sure the rear brakes are working, and go.

The rear end device talks back to a receiver in the locomotives cab, the crew can monitor the air pressure at the end of the train via the rear end device.

Stay Frosty,
Ed

[edblysard]

Hi Bob and Nancy,

Depends on the locomotive.

Older one, SD40s, and older, will be left running almost all of their life time, they are designed for that, it keeps the lube oil warm and flowing, the water in the cooling system from freezing, air in the trainline up, keep the batteries charged, things like that.

Newer locomotives, like BNSF Dash 9, have a auto start/stop feature.
If left tied down, with the reverser removed, the locomotives control "computer"
will shut off the diesel if no control surface is moved with in a certain time frame.

Then, if battery voltage drops below a predetermined point, or the air in the main brake resevoir drops, the sensors will crank the diesel over and start the locomotive to recharge the battery or the air.

About the only reason you would want to turn a locomotive off is fuel conservation or diesel maintainance.

These things a built to run all the time.

As for the brake test, as long as the train in intact, the locomotive hasnt been cut off, or the cars allowed to stand by themselves with out the locomotive attached for over four hours, all the new crew has to do is check with the rear end device, do a set and release to make sure the rear brakes are working, and go.

The rear end device talks back to a receiver in the locomotives cab, the crew can monitor the air pressure at the end of the train via the rear end device.

Stay Frosty,
Ed

[Anonymous]

QUOTE: Originally posted by nance69

Welll, I see we have one star now. Thanks for all the good info and laughs you have given us.
Bob and Nance from AZ

Hey guys, congrads on your first star! Thanks for posting here, we're looking forward to more posts[:p]

[Anonymous]

QUOTE: Originally posted by nance69

Welll, I see we have one star now. Thanks for all the good info and laughs you have given us.
Bob and Nance from AZ

Hey guys, congrads on your first star! Thanks for posting here, we're looking forward to more posts[:p]

[JoeKoh]

Bob and Nance
depending where the train is and what the temprature is the answer would be yes.I have seen engines left running because of cold tempratures to keep the air pressure up for the brakes.2the conductor and engineer will check everything before the train gets underway.congrats on the star and many many more[:)]
stay safe
joe

[JoeKoh]

Bob and Nance
depending where the train is and what the temprature is the answer would be yes.I have seen engines left running because of cold tempratures to keep the air pressure up for the brakes.2the conductor and engineer will check everything before the train gets underway.congrats on the star and many many more[:)]
stay safe
joe

[Granny74]

Welll, I see we have one star now. Thanks for all the good info and laughs you have given us.
Bob and Nance from AZ

[Granny74]

Welll, I see we have one star now. Thanks for all the good info and laughs you have given us.
Bob and Nance from AZ

[Granny74]

This probably has been answered before, but I missed it.
1. When a crew's time is up while they are on the road,, may they keep the engine running while waiting for the new crew?
2. Then when the new crew conductor comes on, does he have to do a train air check even if the engine is running?
Bob from AZ

[Granny74]

This probably has been answered before, but I missed it.
1. When a crew's time is up while they are on the road,, may they keep the engine running while waiting for the new crew?
2. Then when the new crew conductor comes on, does he have to do a train air check even if the engine is running?
Bob from AZ

[dehusman]

All I can say is get a rule book or a list of signal aspects and indications for a prototype railroad and look at the the advance approach signal aspects.

One of the examples in either the GCOR or NORAC will be a single yellow light that flashes. No other lights on the mast. That's how you give an advance approach with one signal head or light.

Dave H.

[dehusman]

All I can say is get a rule book or a list of signal aspects and indications for a prototype railroad and look at the the advance approach signal aspects.

One of the examples in either the GCOR or NORAC will be a single yellow light that flashes. No other lights on the mast. That's how you give an advance approach with one signal head or light.

Dave H.

[wabash1]

Yup. Read a railroad's signal indications rules. Notice clear, advance approach, approach, restricting, and stop (GCOR and NORAC) can all be given at a signal with one head/light and no number or letter plate

I hate to tell you this but you are wrong. there is not a way i know of that you can give a advance approach with one head. the advace approach is a signal of 2 yellow signals from 2 differant heads one on top of the other. its meaning is to be prepared to stop at 2nd signal.

the term positive is a signal that displays stop. means dont go past this signal until authorized to do so . ( which is probley the same as your absolute) a restrictive signal is approach restricting and stop. and to further it a diverging approach and a approach resticting. a diverging clear and a clear is the only 2 non restricting signals.

The term head is a device that can display 3 aspect ( light) of green yellow or red or a single device with a motor to turn a lense to change aspect from green yellow or red. or the last one a device that changes the position of lights in position like in a clock with lights glowing from the 3-6 position or 10-5 position and 12-6 position. ( the last one being hard to imagine) at same time. a mast is what these signals are mounted on or a bridge in which is mounted on a mast and the bridge hangs over the tracks and the head is directly over the rail it governs. this is the meanings i learned from the signal maintainers i have worked with. and one was a neighbor. to get any diverging aspect you need 2 heads .

I will agree with you on the fact that any signal is a or can be a restrictive signal. even a positive/absolute. and being an itermediate dont have anything to do with it. as we have agreed that anything other than clear is restricting.

[wabash1]

Yup. Read a railroad's signal indications rules. Notice clear, advance approach, approach, restricting, and stop (GCOR and NORAC) can all be given at a signal with one head/light and no number or letter plate

I hate to tell you this but you are wrong. there is not a way i know of that you can give a advance approach with one head. the advace approach is a signal of 2 yellow signals from 2 differant heads one on top of the other. its meaning is to be prepared to stop at 2nd signal.

the term positive is a signal that displays stop. means dont go past this signal until authorized to do so . ( which is probley the same as your absolute) a restrictive signal is approach restricting and stop. and to further it a diverging approach and a approach resticting. a diverging clear and a clear is the only 2 non restricting signals.

The term head is a device that can display 3 aspect ( light) of green yellow or red or a single device with a motor to turn a lense to change aspect from green yellow or red. or the last one a device that changes the position of lights in position like in a clock with lights glowing from the 3-6 position or 10-5 position and 12-6 position. ( the last one being hard to imagine) at same time. a mast is what these signals are mounted on or a bridge in which is mounted on a mast and the bridge hangs over the tracks and the head is directly over the rail it governs. this is the meanings i learned from the signal maintainers i have worked with. and one was a neighbor. to get any diverging aspect you need 2 heads .

I will agree with you on the fact that any signal is a or can be a restrictive signal. even a positive/absolute. and being an itermediate dont have anything to do with it. as we have agreed that anything other than clear is restricting.

[dehusman]

Head being the light or group of lights (as in a PRR signal that may have 7-9 lights in one head) that display an aspect.

Yes, an absolute signal can have just one head. If there is a signal with just one light on it, no number plate, no letter plate, and it displays a red light, is it an absolute stop (as opposed to a stop and proceed)? (GCOR or NORAC rules).

Yup. Read a railroad's signal indications rules. Notice clear, advance approach, approach, restricting, and stop (GCOR and NORAC) can all be given at a signal with one head/light and no number or letter plate.

What's a "positive" signal?

As I said a restrictive signal is a signal that displays a restrictive indication (less than clear being restrictive). There is no such thing as a "restrictive" (as opposed to absolute) signal that is configured differently since any signal can be a restrictive signal if it displays a restrictive indication. The point is the signals the original question was being asked about were "intermediate" signals.

Dave H.

[dehusman]

Head being the light or group of lights (as in a PRR signal that may have 7-9 lights in one head) that display an aspect.

Yes, an absolute signal can have just one head. If there is a signal with just one light on it, no number plate, no letter plate, and it displays a red light, is it an absolute stop (as opposed to a stop and proceed)? (GCOR or NORAC rules).

Yup. Read a railroad's signal indications rules. Notice clear, advance approach, approach, restricting, and stop (GCOR and NORAC) can all be given at a signal with one head/light and no number or letter plate.

What's a "positive" signal?

As I said a restrictive signal is a signal that displays a restrictive indication (less than clear being restrictive). There is no such thing as a "restrictive" (as opposed to absolute) signal that is configured differently since any signal can be a restrictive signal if it displays a restrictive indication. The point is the signals the original question was being asked about were "intermediate" signals.

Dave H.

[wabash1]

You must remeber that forest gump said he put the most bueatiful name he could think of on his boat. "Jenny" he had a hole fleet of them.

Never had a problem with a dwarf signal, If you cant see them dont stop on top of them . That be like stopping in the middle of the intersection in your car, then waiting for the light to turn green. and seeing them from the cab isnt hard they are like all other signals after you know where they are thats where you look for them.

Dehusman you are going to haft to clear some things up here. You say that absolute signals only have 1 head. I guess the first thing you going to haft to do is define head. ( i have a idea what you are talking about) If you are saying that there is only 1 device that gives a aspect then you are wrong. all are positives are with 2 heads. ( other roads we run have only 1 with out a number plate for a positive) and you say there is no such thing as a restrictive signal. Im sorry but i think you are wrong again. a approach ( yellow) is a restrictive signal . if it is not a clear and able to run track speed then you are being restricted. a red ( with number plate) is a restricting and i dont even haft to stop i keep going. slower speed than approach but i am still moving. so again i think you are wrong about restictive signals, I welcome you to change my mind.

[wabash1]

You must remeber that forest gump said he put the most bueatiful name he could think of on his boat. "Jenny" he had a hole fleet of them.

Never had a problem with a dwarf signal, If you cant see them dont stop on top of them . That be like stopping in the middle of the intersection in your car, then waiting for the light to turn green. and seeing them from the cab isnt hard they are like all other signals after you know where they are thats where you look for them.

Dehusman you are going to haft to clear some things up here. You say that absolute signals only have 1 head. I guess the first thing you going to haft to do is define head. ( i have a idea what you are talking about) If you are saying that there is only 1 device that gives a aspect then you are wrong. all are positives are with 2 heads. ( other roads we run have only 1 with out a number plate for a positive) and you say there is no such thing as a restrictive signal. Im sorry but i think you are wrong again. a approach ( yellow) is a restrictive signal . if it is not a clear and able to run track speed then you are being restricted. a red ( with number plate) is a restricting and i dont even haft to stop i keep going. slower speed than approach but i am still moving. so again i think you are wrong about restictive signals, I welcome you to change my mind.