Let’s say that I had a stretch of main track about 5 miles long that’s double-tracked and generally directionally run (‘North’ track goes EB, ‘South’ track goes WB) for the sake of discussion. Let’s say that the ABC RR has to do some track maintenance in that area…say on the ‘South’ track. I will assume again that the ‘North’ track is basically not affected by the work going on with the ‘South’ track and that - in theory - a train could use the ‘North’ track. I have heard there are two differing types of situations: a “Form B” and “Planned Work”.
Which would allow a train to use the ‘North’ track while the ‘South’ track is being worked on? How far would the Yellow and Red Boards need to be placed away from the work site in each situation? Thanks in advance.
Full CTC? (Doesn’t matter, trains can be signalled in either direction on either track)
Directional running by signal indication (ie. Rule 251 et. seq.) where each track is ABS signalled in one direction only? (need specific train orders to run against current of traffic and speed limited to restricted speed.)
Dark territory with track warrants or similar verbal control? (Doesn’t matter, any movement would have to be specifically told what track it’s using anyway.
A Form B is protection of men and equipment working on or near the track. In your situation it would probably be in effect on both tracks, unless the tracks are spaced far enough apart. Any train approaching on either track from either direction would have to get the foreman in charge’s permission to enter his Form B limits. If the work to be done is enough to cause the one track to be used in both directions, that would probably be done by a track bulletin specifiying which track is to be used for both directions, what the limits (crossover points) are and time in effect. When we’ve done it in the past, trains with the normal current of traffic run on signal indication. Trains that would be running without signal indication (against the current under normal times) would be governed by the flagman/pilots tending the crossovers and at intermediate points as needed. In effect, setting up a manual block providing protection against following trains.
The yellow/red (advance warning board, slight difference in design between RRs) would be ideally two miles before the red board location. Boards would be placed for both directions on both tracks. If the yellow/red boards are less than 2 miles because of a junction or some other reason, that fact must be contained in the Form B issued to trains. (I remember one time the yellow/red and red board was on the same pole for one direction, with the proper notation of short boards in the paper work.)
The Planned Work isn’t familiar to me. It may be in the MOW rules or possibly, since I see your close to one of those Canadian roads, something they use.
I am close to the CN. I hear “Planned Work” over the scanner when MoW work is commencing, and not “Form B” which I heard from a gent I know who used to be a conductor for BNSF and now works for CN. The sentiment I got was that he (and others I guess) preferred “Form B” to “Planned Work” but not why. It was one of those “Just cuz we said so” things.
If I read your comments correctly regarding the “Form B” protection, the “Advance Warning” (Yellow over Red) board is 2 miles away from the protected zone…would the “Red Board” be placed directly at the site where the work was taking place or 1 mile away?
The red boards are placed at either end of the limits of the B. Depending on what’s going on, the limits might be close to the work, or a couple of miles away. For a specific project like on a crossing or bridge, the B might only be a half mile long. If the work being done is in multiple spots, or the gang will move as the day progresses, the limits will be long enough to cover the expected day’s work. Sometimes the limits may extend to where the gang’s machinery will clear up.
Now that you mention that, and upon further thinking, I remember something along the lines of planned work when we have detoured over the CN (ex-IC) in western Iowa. One thing told us out there, and may not be applicable to every CN location, was that they didn’t put out the red board, just the yellow/reds. I never had to deal with one while detouring. Just as well, they don’t seem to be to big on signage out there. They had station signs and mile posts, but no quarter mile signs and that’s about it. Even where what they use for yard limits at Council Bluffs didn’t have a sign, although there may have been one the last time we detoured a few years ago.
If I find old foreign line paperwork on locomotives I tend to save it. It’s interesting to see what they use for track bulletins, etc. Some of it looks to me, well, foriegn. It’s just that I’m not used to seeing information in their format. It’s not hard to understand so know one needs to say we all have to go to one format fits all over the whole US. I wouldn’t say the Form B is better or worse than what the CN or other non-GCOR lines use, it’s just what you are used to working with.
Interesting. Up here, on the ex-CNW, there are lots of signs still. Quarter mile signs (white board with either 1, 2, or 3 black horizontal line, correct?), Yard Limit signs, and the other myriad of signage one (at least I would) would expect to see near a RoW.
You said “other non-GCOR lines”, is CN on NORAC or something else? Is there something beyond those two?
I think your question has been more than adequaetly answered. I have never heard of “planned work” on the BNSF, but the foreman-in-charge puts in a request for the “Form B” the day before the work is going to begin/continue. Always included is “lots of bells and whistles”.