It appears the CN crews are now calling signals, at least here in NW Indiana on the old GTW. I have noticed this the past few days.
Does anyone know if this is a new safety rule implemented by CN, or perhaps FRA?
NS and CSX crews have called signals for years.
Ed
I have not heard them call signals around southern Wisconsin. However, Amtrak calls out a location prior to their arrival at said location, plus they will also call out their next restriction, both of which are repeated by the train crew on their portable radios.
For example: “Amtrak 338 approaching WEPCO; next restriction at MP 75”.
It is new, a week or so, systemwide. Makes foaming a bit easier if armed with a scanner.
The calling of signals and authorities over the road radio channel has prevented a number of collisions, both between trains and with MofW equipment…which is the purpose of the procedure.
Mistakes do happen…if a train or MofW operator hears someone announcing entrance to a signal block or authority area that they hold … actions can be taken to prevent a calamity.
It would appear that Amtrak calling signals system wide would make sense. ith usually only the engineer in the cab calling signals and the next restriction is a good safety consideration
Maybe their testing it in your area to see if they should do it system wide! I’d definately like to hear this in my area because they’re so unperdictable with power!
Just came out in an operating bulletin. You must state(Loco Id) “DMIR 215” (Direction) “South” (Signal Aspect) “Diverging Clear” and (Place) “Two Harbors Junction” for all aspects more restricting than Proceed.
As far as I know, the other major Canadian railway (CPR) requires the signal to be called for all aspects including clear (“high green”). Calling them out is a good safety backup that essentially costs nothing. In theory it is unnecessary … BUT … history shows that very occasionally this simple procedure saved major damage and probably lives. We rarely hear about those incidents, since the system worked and nothing newsworthy happened. Calling out only restricting aspects would seem to significantly reduce the safety benefit.
John
But calling out every clear in a busy terminal can add a LOT of extra radio traffic. So that may cut some of the benefit as well.
Hopefully the yard crews will not be required to call yard signals. And yard jobs at a b usy terminal will be operating on a different frequency than the road trains.
When I said terminal - I’m not just referring to a yard. We have an area that is considered a “terminal” that is comprised of a couple of yards and all intervening road trackage. Busy little piece of railroad with many crews using the same road channel (When outside of the yard). Yes, you do get crews stepping over each other and stepping over the DS to call yet another signal.
Can’t speak for any carrier other than my own, however, I expect all the carriers are similar…
Each territory (sub division) has its own designated Road Channel, Yard Channel, MofW Channel and Dispatchers Channel - where there are more that one major yard within a geographical area they may be give separate yard channels. Communications with trains are initiated on the Road Channel and taken to the other appropriate channel depending upon who is doing the talking - Dispatcher, Yardmaster of MofW Foreman.
CN is calling out signals less than clear on the Neenah, Fox River & Waukesha Subs. I have heard them being called…and no yard crews are calling the. Additionally the yard channels are different than the road channels so that’s not been an issue around here as of yet. I heard it was an FRA thing along the same lines of leaving all signals lit now that are not approach-based (sidings & industrial spurs).
It’s nice to hear something over the radio besides the RTC and defect detectors, but I’d love if CN started doing the calling like CP does, by listing train ID and not just loco number.
Zug–Now I understand. I spent so many of my railroad years at smaller terminals such as CNW Butler, I forgot that huge places like Proviso (and where you work) are also considered terminals.
I remember that each time I did run into Proviso, my head would ache by the end of the day from listening (and having to pay attention) to the endless chatter on the radio.
Yeah, I need to word my posts more carefully. I’ve been told by others that our particular nomenclature around here is pretty different from other places. But it’s all I know, so I am not always aware of the differences.
That’s actually one of my favorite features of where I work now. There’s usually not too many crews competing for radio space.
Zug, I complete understand and agree. For me, it’s like going through Omaha/Council Bluffs. Seven (or eight, depending on which track you’re on) signals in about four miles. The yardmaster has one catch-all channel, also used by road trains doing work in the yards. Yard jobs, car men and the diesel house also have their own channels. Everything else is on the road channel. Talking to the dispatcher (although I think the dispr can also use the YM’s channel), clearing up on Form Bs, doing work outside of the yards. That channel can get quite busy.
MOW also has channel(s) assigned to them. It seems though that the only time they aren’t on the road channel is when you’re trying to call them to get cleared up.
Jeff
When I’m on the mainline I like to know where the other trains are. We call signals and stations while in dark territory. It has saved a few lives.
I was out this afternoon with my scanner, train watching the CP mainline west out of Calgary. The crews I heard called clear signals.
Bruce
Those are the best kind.
i recall a bad wreck 20-25 years ago at longview jct. WA when a southbound BN train chatted with the yard office and didn’t call the restricting signal. they came around the curve, view blocked by a cut of high cars, at 40 mph, and found (1) a double-red 100 yds ahead, and (2) a UP drag starting to cross over into the yard. all members of both crews died; we heard about it in douglas, AZ and worried our son was one of the engineers. we phoned and found out he’d been called at the same time as the doomed crew in seattle, and had chatted with them. that’s getting too close for comfort!