Crew Change

Trains Magazine General Discussion
1

Alpine, TX is a crew change point for the UP and Amtrak.

The UP trains stop short of the road crossing, and the crews change. Amtrak stops in the middle of the crossing to unload passengers, although it just completed an ADA compliant platform at the Alpine station. It appears that the train could load and unload off the platform.

Once the crew change for the UP has been completed, the engineer sounds the horn for the crossing. As the locomotive starts to move, the crossing gates come down and the warning bells sound.

Are the crossing gates activated by the movement of the train or does the engineer have a device to activate them? Also, when the engineer is ready to go, does he or she call a dispatcher for permission to depart, or does he or she just start to go?

2

While there are crossing installations that the crew can activate (we have one, and are working on adding another), odds are the crossing apparatus there senses train movement. I’m sure that if you watch, the gates go down as the train approaches the crossing and stops, then raise when the train stops (after a suitable period of time). The sensing circuit recognizes the train movement, then again lowers the gates, etc.

It’s got a name, but I can’t remember what it is.

Without knowing how that track is governed, I can’t say how they handle authority to occupy the track. Here in dark territory, all that is needed is a valid “Form D” (track warrant) for the track to be occupied - it’s addressed to the conductor and engineer of the train, not to individuals, so part of the crew change briefing would include handing over the engineer’s copy to the new engineer and a discussion of any particulars.

3

Larry, your Form D is worded much as the old trains orders were addressed: "C&E TRAIN #, ENGINE #_ AT______. It did not matter who the conductor and engineer were, what mattered was that the C & E knew what was expected of them after they received the orders. Many times, I saw a sheaf of train orders pinned to the back of the seat in front of where the conductor sat, and all that pertained to the section of track he was running on, were important to him.

I take it that if you do not have a Form D, you do not run at all? Does it specify how long it is in force?

4

One name for a crossing mechanism that senses train movement is “Predictor Railroad Crossing Detection”. An explanation of how these systems work is here:

http://signaldepartment.com/articles/xing-pmdhxp/default.html

And if you would like to read the Ulster County, NY implementation plan for a predictor crossing installation, try this link:

http://www.co.ulster.ny.us/planning/uctc/documents/atd_final.pdf

5

“It’s got a name, but I can’t remember what it is.”

Grade crossing predictor.

It senses rate of train movement.

6

Sam,

I am 99% sure that Alpine is in CTC territory. In CTC territory authority to occupy the main track is conveyed by absolute signal indication more favorable than stop. Assuming single main track at the point of crew change, the fact that they got to the crossing means that they had a favorable indication at the last absolute signal, which are always found at the ends of sidings in CTC territory.

Between sidings there are usually a series of automatic block signals. These signals do not convey authority but control speed. Since the train making a crew change is by definition “delayed in block”, speed is limited to restricted speed until the next block or absolute signal can be seen, and then it governs.

Mac

7

Sam — as Tree posted most crossing circuits have a time out circuit that will raise crossings gates if a train does not enter the area of the crossings. . Some crossing circuits have a predictor circuit that measures train speed and causes gates to approximately operate at the same amount of time before train passage. If the trains slows or stops then the gates will rise by the time out circuit and / or predictor circuit unless the train is too close to the gates . Once the train continues slowly or starts moving then the predictor circuit again operates the gates.

Now Tri-Rail in south Florida has a predictor crossing that is too close to commuter trains for the gates to go up when a Tri-Rail train stops. . Once the train stops at the station the engineer tones in a code on the radio and the gates rise. Once the conductor’s highball is given different tone code is entered into the radio and the gates lower. Once gates are down the train moves. For your specific location you will have to observe if the gates go down after the UP freight moves or before.

I’m sure that there are other variations

8

Mac, SP’s Eastern region TT#2 (11/20/85) shows CTC or DT all the way from Flatonia to El Paso, with Alpine being in one of the CTC sections. There is some ABS with DTC between Houston and Flatonia, but that, as well as the DT sections, may well have since been changed to CTC .

9

Sam,

Most gated crossings with automatic protection have two circuits, an approach circuit and an occupancy circuit.

It can vary, but on my railroad the approach circuit is ¼ mile, the occupancy circuit is 50 feet.

If the train stops inside the approach circuit, the system will time out and raise the gate after 3 minutes and keep it raised, once the train begins to move,(no matter what direction) the system senses the movement and drops the gates, and keeps the gates down until the appropriate approach circuit is cleared…

If you stop inside the occupancy circuit, the gates will remain down until the circuit is cleared.

Both the times and distances are adjustable, so it will vary from location to location and carrier to carrier, but that’s the basic system.

As for the second question, in CTC once the new crew is aboard and ready to roll, they will contact the dispatcher or control point operator and inform them of such, then await further instructions.

The dispatcher or CPO already knows a crew change is in effect, they most likely helped arrange it, but as things can change quickly, it is required by almost every carrier that once on board, the new crew receive their track warrants and authority fresh from the dispatcher, although that may only involve extending a existing warrant.

This allows the new crew to be made aware of any conditions that may affect the safe and efficient operation of their train, and it allows the dispatcher to now know the new crew is aware of such conditions.

In essence, it is a safeguard to make sure everyone is still working from the same page.

In dark territory, you would be very foolish to simply mount up and go without talking to the dispatcher or control operator.

You will find an applicable rule in every carriers own safety rules contained in the current timetable.

Track warrants grant authority to occupy the main line, often specifying the geographic limits th

10

We call Ed’s “occupancy circuit” the “island circuit.” Same thing. For crossings without the predictor equipment, if you override the approach circuit with the controls at the equipment box (some crossings have them on the outside, some don’t), unless you lower the gates using the same box, you have to gingerly roll up until you hit the island circuit.

Johnny - A Form D is in effect until fullfilled by passing the stated limit (one way trips) or cancelled (both directions, or a one way that doesn’t reach the end of it’s stated limits). We’ve been known to hold a both directions Form D overnight if there were to be no other movements on the line until we were to run the next day.

A train might pass its stated limits if it has a Form D for the next stretch of track, or if it will enter track not governed by DCS (Form D Control System). Both Thendara and Utica are in “Rule 98” territory.

11

At crew change points in CTC when changing out on through trains on the main track, if we have a signal to go, we go. The only time we contact the dispatcher is when we don’t have a signal. Depending on the dispatcher, some always put a signal up while others always have to be called.

In contrast, at Clinton the Proviso crews always call before departing no matter what signal indication they have.

Jeff

12

When we crew change on the CN in CTC territory, we get a hold of the RTC (dispatcher). We make sure our TGBO is still good, then the RTC tells us when we can start moving, usually on signal indication.

Relieving a crew in TWC is similar, radio the dispatcher to verify the warrant, or get a new one. If any conditions have changed, the dispatcher will let us know.