I read that the rule is for the Northeast Corridor trains. The FRA states that if a train stops in a block, it may proceed only at a restricted speed until the next signal indication is determined.
Is there a similar rule for Metra? I was thinking of the Racetrack in particular.
Yes, the rule applies to Metra trains, too. The Racetrack is usually not a problem, because the next block signal is almost always in sight. CNW West line has cab signals, so the rule doesn’t apply there, either.
The D.I.B. rule is not for NEC, the NEC is Cab signal/speed control equipped.
The D.I.B rule is for signalled territory without Cab signaling, so if signal is at stop a train will only aproach it prepared to stop.
OK. I was reading the rule and it stated for push/pull operations when the cab car is not equipped with Cab Signaling. Are you saying that all are equipped now?
All that operate on NEC or its feeder lines, it has been federal law to have operatable Cab signals and speed control on any part of NEC since late 1980’s
OK I will cut and paste this…
EFFECTIVE 12:01 AM, MONDAY, MARCH 4,1996
This Supplemental Bulletin Order is issued to publish the “PUSH-PULL TRAIN” restrictions mandated in FRA EMERGENCY ORDER NO. 20. This Bulletin Order is supplemental to the regular Northeast Corridor Bulletin Orders effective on Monday, March 4, 1996. This Supplemental Bulletin Order is assigned the following number on each division:
Here is a link. Maybe you can clear this up for me.
http://broadway.pennsyrr.com/Rail/Signal/delay_in_block.html
[banghead] Gee whiz, that’s a lot of verbiage, especially for a non-professional like me.
Thank heavens on this forum we have knowledgeable and experienced people who care enough to take the time to break things like this down when necessary – it aids everyone’s understanding of such topics.
al-in-chgo
The rule is only for Push pull in Non Cab signal territory, on the NEC all trains are required to have cab signal and a form of spped control or they can not run.
just because the bulletin is for a region does not mean there are trains not equipped.
Thanks for your answers Dutch. Carl answered my original question, but your replies are interesting to me. In Feb 1996 a MARC train collided with AMTRAK because the MARC engineer “forgot” he had passed a yellow before stopping at the station. I was wondering how he and the other crewmember could forget, if there was a cab signal displaying the yellow.
The D.I.B. rule was result of that accident, the crash was not on the N.E.C and in non cab signal territory, FRA emergency order 20 is discribed in following pDF file:
Thanks dutch. I thought MARC was in NEC
Cab signals have been known to fail enroute. If that would happen, you would have to observe the delayed in block rule.
Jeff
With Cab signal failure a engineer is already approaching each interlocking prepared to stop.
so the D.I.B rule is not for that.
A failed cab signal requires a C bord or absolute block and every interlocking needs to be approached as if there were a stop signal, and each interlocking needs to be taken at slow speed.
The delay in block rule is in effect on Metra’s Southwest Line and there are wayside signs posted at the Ashburn and Wrightwood (Landers) stations reminding engineers of this rule. The Ashburn station platform on inbound runs is just beyond the home signal for Ashburn Crossing (GTW) so the placement of the signs is appropriate.