OK, how many of us “pros” still use handsignals? I used to work for CSX and it was hard to get a word in on the radio. Now that I am on a shortline I find myself using handsignals more then I ever have. I think it is becoming a lost art, just curious. Matter of fact look at the pic below, thats me on the steps with no radio.
If pinpullers want to “talk” to me, they have to use hand signals. No other communication available.
It’s been a while since I’ve gotten a “sign like this”, though.
We routinely use hand signals on the Adirondack - at least at Thendara, for our run-around moves. We’ve done brake tests using hand signals, but voice lets you confirm the results between the engine and the person on the ground.
Calling stops (we have one with little tolerance) is easier on the radio.
Unfortunately, using hand signals, just like knowing how to REALLY switch cars is a dying art. The new guys just don’t get the training on how to do it right, and a lot of them (at least in my experience) are afraid to use anything but the radio, walk more then 2 car lengths, or tell the yardmaster they see a better way of doing things (if they even can come up with a better way).
I switched an entire track with hand signals once. Had the yardmaster totally befuddled, because he couldn’t follow along on the radio. I did the same thing to a different yardmaster, but he could tell how far along I was, by following the engine going back and forth on the lead.
Although, not related to the topic…I could take a switch list, and instead of pulling the entire track, make one or two strategic cuts and pull pieces of it. This way I was able to bury dangerous cars, properly block the new track, and the like, without having to rehandle the cars.
Nick
Nick, is there a comprehensive resource somewhere with the hand signals in it? I know the GCOR has a handful of them, but I’m interested in something more detailed. Any ideas?
Bill
Bill,
I’m sure there is somewhere, but I don’t know of one. I learned my hand signals from the NORAC book (which I think shows more then the GCOR book), and the old-heads I worked with. Hand signals tended to be location specific. The same signal, didn’t always mean the same thing everywhere.
Nick
US Army Transportation Corps hand singnal and procedure for shoving to a joint: (30 years ago)
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ride front of cut
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“Getting Close” - stick free hand with fist in air, bring slowly down to your side to slow engineer down
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Dismount moving equipment, walk/trot ahead to position of joint
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Both hands well above head, moving back and forth (“Slow this sucker down some more”)
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“Real Damn Close” – quit moving your arms, just hold your arms in the air above your head. You’ve either just surendered or signaled the engineer something important.
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“You’ve Done It” – bring arms down across front of your body. As in: “Stop the Damn Train.”
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Give “Back Up” signal to “Test” the joint. Repeat “Stop the Damn Train” signal as soon as you see the couplers acually worked.
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Make sure engineer is looking at you - using both index fingers positioned above your head, point both fingers at yourself with exagerated motion, and be sure to make eye contact. Also point repeatedly at new joint. Scream “I’m going in there”. He won’t hear you, but it will make you feel better.
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Go between cars, keep one foot outside the rail, hook up the air hoses.
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Do not touch the angle cock. It will only screw things up and it’s the engineer’s problem anyway.
Probably wouldn’t have worked on the C&O.
I’m not sure that there is a compendium of hand signals, as many of them have a local or railroad-centered usefulness. Soon after I hired out on CNW, I went back to my friends on GTW, and got some blank stares when I used some of the signals I’d just been taught.
Since there were no radios in 1869 - we exclusively use hand signals at the Golden Spike Historical Site. We do not have any cars but need to spot the engines with some precision. Greyhound’s description is pretty accurate. Except that instead of a hard joint - if the engineer misses the “Stop the Damn Train” signal, the tender runs through the back of the engine house and …
dd
and the conductor is expressing his opinion with the middle finger as the train rolls by! [(-D]
Thanks for the help folks. I’ll have to see if that old D.O.T. book might be reprinted on the net somewhere.
Bill
As comparison, for our runarounds:
Arm straight out, still: Slow Down
Arm swung down: Stop (always stop short - “safety stop”)
Check coupler(s), signal locomotive to start toward consist.
Some of our trainmen signal feet remaining by flashing successive “tens” - all fingers up, hands over head. Flash once per ten feet remaining.
At a suitable point before the hitch, raise one hand in the air, hold the other straight out to your side. Raise arm that’s straight out (like a clock hand) until the joint is made, which should be at the same time your hands come together.
Call for a stretch by locking hands together like couplers, over your head and “pulling”. Engineer knows this is a stretch and will apply just enough throttle to check it.
If it held, call for 3 step - three fingers raised over one’s head. Engineer repeats signal when 3 step is applied.
Hook up the brake line, charge the train.
When done between the cars, signal to remove 3 step by either using other hand to “push” three fingers down, or turning hand with extended fingers downward. Engineer acknowledges.
There are hand signals for apply and release brakes while standing, but we usually go back to radio for that.
I am a new guy and my old head GCOR instructor taught hand signals. I’d rather give signals than talk on the radio.
Here are some of the ones we used:
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Ahead: arm moved up and down vertically, parallel to track.
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Back up: arm swung in a vertical circle, perpendicular to track.
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Steady up: arm held out horizontally, perpendicular to track.
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Stop: arm swung downward, and across body, perpendicular to track.
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The “size” of the motions indicated the distance to go. A large motion meant a greater distance then a small montion. Also, using the entire arm meant a large distance, while giving the signal with just your hand meant a tiny distance.
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Three step, apply: arm held over head, forming an OK sign with three outside fingers up in the air.
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Three step, release: hold out apply sign, fold fingers down, and sweep hand down across body.
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Lace the air hoses: both hands open, held vertically, bring hands together, mimicing the lacing of the hoses. Sorta like shaking your own hand.
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Turn the anglecock: point to the car, and mimic turning the anglecock.
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Pull the pin: balled fists held side by side, move one up and down down.
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Kick a: make a kicking motion with foot.
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Kick b: lantern or switchlist moved in a fast horizontal circle at knee level.
Nick
I like the kick a… but what I want to know is if the joint makes do you give the field goal sign? “The car is going down the lead and…ITS GOOD…”
Yes I would agree that hand signaling is a dying art. I try to use hand signals as much as possible and stay off the radio. Most new hires now just gab on the air all the time and most of it is not needed.I believe that hand signals are more safe, controls the movement better and keeps the hoghead focused by forcing him to pay attention to keep looking at you for signals at all times. In addition, much field testing by the stealth team deals w/radio procedures. Stay off the radio, you stay out of trouble.
when I was a trainee on CSX every conductor I worked with made me use hand signals…at least on the east end out of Grand Rapids…the old head engineers seemed to like it…working the locals out of Ensel we always did…
Shoot alot of those “old head” switchman wouldn’t even respond to you on the radio. They would kick you a signal and you figured it out as you went along. The only reason the carried a radio was if the trainmaster or the yardmaster needed them!
I have truely enjoyed reading the threads in this forum. I just recently placed a post on how to learn the signals. This thread has been very helpful. The experience and knowledge base that the contributors have is enourmous.
I will do my best to pass on this legacy when I start "WORKING ON THE RAILROAD ALL LIVE LONG DAY! 
".
It’s the easiest way to do an op check. You can almost always find someone violating some radio rule.
Nick