I really like the ‘The Operators’ in the June MR issue. But as I was reading, I came across the Grade Crossings part. I read it, but he didn’t mention if there are mutiple grade crossings in a row.(Maybe because the rule didn’t state it) But I was wondering, what would you do if there where Mutiple grade crossings.(I mean Lot’s of grade crossings, like 7 all in a row not even a block away.) I think they would blow a couple short ones(00). Or maybe a mix of long and shorts(0-). But I’ve noticed in Wausau (Where there are really close grade crossings) they just blow it once when they come, some times they don’t do it at all. What do you think?
For multiple crossings, the signal is to be prolonged or repeated until the train has occupied the last crossing.
Nick
There’s a situation exactly like that in Benson, Arizona, where there are 3 road crossings within 1/2 mile on the Union Pacific Sunset Route, where the train speed limit is 45 for freight and 50 for Amtrak.
If a train is running fast they blow the required 2 long, 1 short, 1 long for the first crossing, and then 2 or 3 short horn blasts for the remainder. Slow trains usually have time for the complete series at all 3 crossings. Amtrak sometimes just uses one prolonged horn blast all the way through town.
That leads me to ask two questions. First, if there are several locomotives MU’ed together, do all the horns blow, or just the horn on the lead loco? Second, what psi do the horns operate at? I know on my ship we managed to crank out almost 900psi for the ships whistle once, but that is a sea story for another time.
The controls in the cab only activate the bell and horn for that engine. So, normally, only the bell/horn on the leading unit are activated.
But, you could have someone on the trailing unit operating that bell/horn too. BTW, this really bugs the engineer. [}:)]
Nick
The main reservoir runs between 130 and 140 psi (120 and 130 on the Mopac). That is the pressure going to the horn and bell, unless you have an electronic bell.