The free app allows 10 map downloads, and the paid version (OsmAnd+) is unlimited - the US maps seem to be state by state, so that’s 10 states for free.
It’s not as slick as TomTom, Garmin etc. for turn-by-turn navigation but you can’t beat the price…
One thing about the topo maps on Acme Mapper - they are all over the place, date-wise. But that can be a good thing!
If you follow a given rail line over some distance, you may find reference to several different predecessor railroads (assuming there are some), as well as some lines that no longer exist. Topo maps also often show “former” / abandoned routes.
Another handy feature is the ability to “mark” a spot - you can mark a location on the satellite or the topo, then change map types, and the pointer will still be there. That can be useful when running down former lines, so you can see what modern landmarks exist around the former route.
As explained to me, a lot of the Topo maps were generated from photogrammetric surveying. I seem to recall some of this going on in my home county in the fifties, oddly enough at night, with bright parachute flares being dropped along the flight path. The problem with photogrammetry was that the contours were often derived from the tops of vegetation, which yielded some varying errors on top of the uncertainty in the photogrammetric processing. Of course, in my business, that was a safety margin when doing radiolink studies.
Just purchased a new vehicle - in transfering ‘stuf’ between vehicles I threw away several AAA Trip-tiks and several maps that had ridden around in the old vehicle for 15 years and 360K miles. Have been GPS guided since about 2012. I do know the difference between a road and a railroad - no matter how insistant the GPS is with it’s TURN LEFT (or right) instruction.
Good question . We have a ‘’ RAIL CART ‘’ and have a great time on the old railway tracks. Good connection points would be helpful. AND. For you idiots taking cars down the tracks. Go Home.
I have owned 3 different GPS units, all manufactured by Garmin. My first was a Garmin nuvi 1300 - it did not give any visual representation or warning of railroad tracks.
Next I got a Garmin nuvi 57 - it did give a pictoral representation of a railroad track.
Finally I have gotten a Gramin Drive Smart 61 - it does not give any pictorial representation of a railroad, but it does give a warning sound with the display at the top of the device and a countdown in feet to the tracks.
Idiots will be idots no matter how we try to idiotproof society.
A few weeks ago we and another crew were being transported by contract van down to Omaha. The driver was using his GPS. I was sitting behind him, watching his GPS device. It was going to take us the long way through downtown, plus one that doesn’t actually get us to where we need to go. We go to a place called 20th Street, but it’s actually above the physical 20th Street. There is no access there, you have to access down about 14th Street and take railroad access roads. GPS doesn’t know that.
When I saw what GPS was going to do, I told him to stay on I-80, don’t get off and take I-480. I told him 5 times. Others also told him to stay on I-80.
Needless to say, he took I-480. He followed the GPS, but we still had to direct him to the proper entrance after telling him the GPS’ 20th Street wasn’t the railroad’s 20th Street. He finally seemed to understand.
Van drivers that CSX’s contractor used for crew transportation were not known for their intellectual abilities. Am guessing UP’s contracted van drivers are of the same ilk.
We did have one van driver that had retired from CSX as a tower operator - he did know where to go and how to get there, then his physical condition deteriorated and he had to move to a nursing home.
and the GIS data entry people are no brighter bulbs in the box than the van drivers.
(The federal FRA GIS mapping is frequently wrong … and I’ve encountered major OOPS with GIS from BNSF and CSX because the people doing the data input are not railroaders and are frequently guessing instead of verifying their work…button-pushers[%-)] )
At one time (think she is retired) I was friends w/FRA official. I informed of serious errors (FRA map) and she got it changed. Later she referred me to the “FRA map desk”. No reply… when errors are sent there.
My rationale for corrections to the FRA official: If an accident happens, data needs be correct to avoid waste of time for response to a wrong location.
Once a RR suicide: crew didn’t know how to tell (except MP) EMT’s did not know that lingo and both had a hard time finding each other. I carried the engine crew after the incident and they shared this fact of confusion.
Additionally the FRA map has OLD MoP MP’s on current FRA maps. These MP’s Don’t Exist. UP ETT’s do NOT list them. Again go to FRA map and call out the MoP MP listed on FRA map…nobody has a clue where that is. That track/MP# does not exist. Abandoned track and some locations are in farm fields are at MoP MP locations. endmrw0801231143
I was peripherally involved when CSX was creating the MilePost data base for the CSX System. Each railraod entity the was incorporated into CSX each had their own MilePost designations - that made sense to that Independent railroad.
In creating the CSX MilePost data base the Cardinal rule was that there COULD NOT BE IDENTICAL mile post designations within the data base. Every record in the data base had to be unique.
The pattern that was used, former B&O locations had mile posts that starte with the letter B and up to two qualifying letters and up to 3 numeric positions. Former ACL locations started with A and additional qualifiers. Former SAL locations started with S and a additional qualifier and upto four numerics.&nbs
Last time I rode our train to Tupper Lake (deadhead), I shot the mileposts with my tablet GPS. The readings need some refinement, but I’m hoping that the information will find its way into some documentation, as we are truly “in the middle of nowhere” sometimes.
Long time ago this was posted: mudchicken, part of post “November 5, 2014”
…Union Pacific by far has the best in-house railroad GIS application.
Still true? Access only by employees?
BTW: mudchicken: I “resemble” that van driver remark. I were one at one time. Dimmest bulb in the box
BTW: Walt, when UP took over the SSW (Cotton Belt) all original MPs were called out i.e. CB104
I have yet to consult present ETT to see how they handled the MoP MP’s. I do know one crew who got suspended when “jumping” off SSW onto old MoP. Two different dispatchers. He saw Green into the diversion route, but did not call the new dispatcher for that sub.
They have some good drivers, and some not so good.
I haven’t seen that driver since then. He had driven me on several occasions for the previous two or three weeks. His driving was OK. They don’t seem to hold onto drivers, at least the new ones, for very long.
One thing I discovered - it is much easier getting contract van drivers to locations on single track subdivisions that it is on multiple track subdivisions.
On single track, the pick and/or drop off locations are normally well defined at either end of the passing sidings. On multiple track territory the specific location can be just about anywhere - normally with the head end at a road crossing but not always.