And what role model taught them to do that, Dad!
Jen
The CNW (nowUP) used electric heaters for some interlocking switches in Wisconsin. They were controlled by either the operators (at manned interlockings), or by the dispatcher.
For snow-melting, the CNW also experimented with a jet engine mounted on a platform car that had the jet exhaust pointed at the tracks. The roar it made was deafening, the spray of snow and ice was spectacular, and the end result was a failure. For while the intended switch would indeed be cleared of snow and ice, the stuff that did not blow awy simply melted, and then quickly froze into a SOLID mass of ice, which made the switch completely inoperable.
The device lasted only one year.
Back in the winter of 1979, there was so much snow in the Chicago area, that the CNW’s Proviso yard was almost at a standstill. The railroad began loading empty gondolas with snow from the yards, and shipped them way south as “empty” cars. When the cars arrived in the south, the snow had already melted in the cars. In most cases, the destination had no need of these cars, and simply sent them back to Chicago. The CNW claimed the cars were ‘misrouted’.
I remember 1979 well. Actually, those jet track cleaners are common devices on other railroads, and it isn’t completely gone from here. However, for the reasons you cited, it is certainly an unwelcome visitor to Proviso (I suppose it would do well away from switches, but switches are where the biggest problems exist).
We had one device similar to a rotary plow (actually more like a sidewalk snow-blower) that was tried on the business side of the hump yard after that storm. It lasted maybe 150 feet before breaking down (Mr. Zito was watching the whole thing!). We also killed a Jordan spreader from overwork that winter. There was one track in the bowl (49) that never got cleared that winter…just had snow drifted and piled in it until spring.
In the hump, by the way, we use electricity to keep the points clear of snow on the power switches (these cal-rods [sp?] were also installed at one time at County Line and maybe other busy places. UP rebuilt County Line last year, and may not have kept the heaters). The upper switches have these heaters augmented by blowers to keep the points clear, usually successfully.
Anyone reemmber the " Chicago " editon of Trains mag. There was a picture of like 7 switches with the flames a rollin’ to keep them clean.
I think they tried that in Buffalo after the Blizzard of '77. Problem was, there was a big cold snap and the cars arrived at their destinations - full of snow. [banghead]
Another question along these lines. I understand using heaters in the bigger yards like Proviso and Bensenville and such but what about for the smaller sidings. I know the sidings UP uses up here have been cleared (all the snow near the switches has been melted) but I’m not sure how. someone mentioned that CNW used electric switch heaters. Does UP use these too? Beside propane, electric, and the jet powered de-icer mentioned are there other methods. Also do the RRs use these the whole time its cold enough to freeze the switches or do they let the run all the time? (could get a little pricey!)
Also, (the mountains exempted) how much snow does there have to be for a Railroad to designate using a engine for a plow train. Is it more common for whatever loco is schedule next to use its plow (I still think of them as cattle-catchers).
Just curious.
Mike
(1) a lot of yards still use kerosene fired smudge pots set by the track gangs once it starts to snow…The ballast around switch ties ties have to be well cribbed-out for these things to work. A smudge pot will burn for 36-48 hours and then it’s out of fuel.
(2) switch heaters use a “snorkel” device to sense moisture in freezing weather that automatically fire-up the dragons and turn them off. Others are turned on by the dispatchers with a remote switch. (listen to the radio chatter)…The snorkel looks like the newer bunsen burners you find in a chemistry lab in school.
(3) our plows do not come out on the prairie until there is 18" on the ground and it starts to drift…What do the Canadian railroaders do?
Okay, that helps. I saw some heaters west of the UP Proviso yard in Elmhurst. They were running and by the sound I’m guessing they were natural gas.
I to am curious about plowing standards, especially from our Canadian friends.
Thanks Mudchicken
Mike
It may be a little out of date, but in the early-mid 80’s, I rode the Metra-UP (ex-CNW) into the Chicago Passenger Terminal daily. I remember during the winter, the entire treminal looked like something out of Dante’s Inferno because the terminal’s throat of 6 tracks expanded to 12 or 13. Every switch had a propane fire under it. During a heavy snow, it was something to see.