Hello everyone,
I have some questions about two sections of the General Code of Operating Rules. These are 5.9.5 “Displaying Ditch Lights” and 8.9.1 “Testing Spring Switch.” Rule 5.9.5 says:
Display ditch lights, if equipped, to the front of the train when headlight is on bright.
Locomotives must not be operated as the lead unit out of a trains initial terminal unless both ditch lights are operating. However, if no units are equipped with ditch lights, do not exceed 20 MPH over public crossings until occupied.
If one ditch light fails enroute, the train may proceed, but repairs must be made by the next daily inspection. If two ditch lights fail enroute, the train may proceed, but not exceeding 20 MPH over public crossings until occupied, but must not travel beyond the first point where repairs may be made or until the next daily inspection, whichever occurs first.
Rule 8.9.1 says:
A crew member tests the switch by lining the switch over and back by hand and examining the switch points to see that they fit properly.
A train or engine making a facing point movement over a spring switch must stop, and a crew member must test the switch when any of the following conditions exist:
A block signal governing movement over the switch indicates:
•Stop.
•Stop and Proceed.
or
•Restricted Proceed.
2.A switch point indicator protecting the switch indicates Stop and Inspect switch
or
3.The switch is not protected by a block signal or switch point indicator. However a crew member does not need to test the switch if it has been lined for the diverging route, or written instructions advise the crew that the spring switch has been spiked.
My question with the first rule is, “What about steam excursions?” Most steam locomotives excursioning today don’t have ditch lights, but the diesels frequently behind them usually do.
Daniel,
Most steam engines carry a FRA exemption for the ditch lights…and most have a crew member on the ground flagging traffic at public crossing when needed.
They are exempt from the rule.
As for the spring switch, re-read the rule.
Its says test the switch in a facing point movement; or if these conditions exsist…it does not say test it every time you use it.
You bet I will check it if the block signal/switch point indicator says I am lined for the straight move, and the switch looks like its lined for a diverging route…
If I dont, you can bet on getting on the ground.
On the other hand, if I am running through it in a trailing point move, well, thats what it is designed for, to be run through in a trailing move…
Dear Ed,
Yes, but what if you have no indicator, are in dark territory, and it looks just fine for a facing point main move? You still have to check it, even though nothing is wrong.
And may I offer a opinion that the railfans with the tripods and howitzer cameras gathering at the rail crossing anytime steam is operating? That will be more than enough to slow traffic down.
Ahhh… I hadn’t realized that a target is an indicator. Obviously, going over a spring switch at 50 when there is no target is bad too. However, are you sure that a target is an indicator? Take a look at rule 8.10–it would seem from this that an indicator solely is a three-color-light apparatus.
A target indicates which way you “should” be going. However over all switches its good to inspect em ( line of sight will work if it looks bad follow rule number 1.1.1)
50 through a switch? You must be on some fast***iron! Chilli has a switch that lets you run that fast if your under 100 TOB. But I dont think a springer has that kind of speed allowed ( maybe on another road but I am not sure)
Another point about spring switches is that the only place have have seen them is on a signaled main track. That means they are normally protected by the signals.
Has anyone seen a spring switch located on nonsignaled main track? I would not expect to see the investment made in that circumstance.
Yes,
We have one on the PTRA, at Deep Park Junction.
Connects the UP main to the PTRA…
There is a point position indicators on our side, where the switch is, on the facing point side.
On the UP main, it is CTC, and the power switch to the diverging route through the spring switch is protected by wayside signals.
Our side is dark territory.
Training point move makes no difference, but the switch has a target on it anyway…
Facing point movement has a two light switch point indicator.
Red indicates the point are not snug against the stock rail, green means they are…regardless of which way the switch is lined.
The target tells us which way the switch is lined.
Red target, lined for the diverging route,
White target means it is lined for the straight route.
Normal position for the switch is the straight route.
Whole set up is to allow trains to leave the UP main to us without having to stop and line a switch.
Quoting from Union Pacific Revised System Special Instructions (04/03/05), Item 10-A, Rule 5.9.5 Displaying Ditch Lights “The term ‘ditch lights’ includes oscillating white headlights or strobe lights located on the front of the locomotive. Ditch lights on some foreign locomotives are configured to operate only when the horn is activated. Ditch lights which operate in this manner will be considered as meeting the requirements of this rule. Ditch lights are not required on steam locomotives. Failure of two ditch lights includes employee failure to turn on the ditch lights.”
Although not equipped when built, today the two Union Pacific “E-9” A-units and Centennial UP 6936 are equipped with working ditch lights.
Along The Overland Route between Rawlins and Green River, Wyo. is a 100-mile stretch of double track wherein trains normally move with the current of traffic. The north main (main track no. 1) is signaled for westward movement only. The south main (main track no. 2) is signaled for eastward movement only. At several locations along this stretch Union Pacific has installed long sidings where the entering switch is a manual interlocking controlled from the Harriman Dispatching Center in Omaha and the leaving end is a combination of controlled signal and trailing point spring switch.
Whenever Maintenance of Way needs to take a portion of one of these tracks out-of-service to install new welded rail, install new crossties, dump ballast, or due surface-and-alignment work, train crews are notified in advance by Track Bulletin Form C. Trains authorized to “run-against-the-current-of-traffic” very likely will encounter facing point spring switches. To avoid any unnecessay delays, the Track Bulletin Form C always advises that all spring switches within the single tracking limits are aligned and spiked for main track movement. At the end of M. of W.'s working day the spiked spring switches are restored to normal operation.
According to my UP Chicago Area timetable, there are three sidings equipped with spring switches and switch point indicators on the Peoria Subdivision (Nelson to I&M Jct) in dark, TWC territory. All three have only the north switch so equipped.
Jeff
Thank you. I notice all your switches are equiped with indicators. In Ed’s case it sounds like switch is lined for PTRA movement and is probably within yard limits so I suspect he can approach it at normal speed and determine it is OK.
Jeff, how far away can one read the indicators in daylight? Restated can a train approaching a facing point move stop short of the switch with a service application from maximum authorized speed? If not, I would approach slow enough to stop short of the switch, and I suspect Ed and most other working railroaders would also.
On a typical run for us on the UP between Proviso and Butler, we go over 8 spring switches on the Milwakee sub. All are signaled so if there is a clear signal it is MAS. Most of the spring switch indicators act as block signal also. If the signal is red and the spring switch is facing point, then it must be inspected and thrown to be sure there is nothing in the points and good contact is made. If trailing the signals are absolute and can’t be passed without permission from the dispatcher, but they do not need to be inspected. Of these 8 spring switches 5 of these are 30 mph switches if diverging and 40 or 50 if taking the straight rail. Thi is known around here as the poor mans CTC, with stretches of current of traffic, TWC singal track and short sections of double track with spring switches at each end.
8? Did they install some new ones since I was out there? I remember one at Upton Jct., one at Gurnee, both ends of Bain, both ends of siding K, and one at St. Francis. Where is the other one? Just wondering.