Good afternoon,
I was listing to my scanners today and several railroad crossings in Wilmette malfunctioned. When two metra trains passed through they did not get a slow order until they passed the area. What could have happened? Could communications have still been taking place between the crossing hotline folks and the dispatcher? FYI I had one scanner monitoring the Railroad and another monitoring Wilmette PD.
First, someone has to notice that they are not working and call either the local PD or the number listed on the signal control box at the crossing. If one calls the PD, usually a patrol officer will be dispatched to the location to verify the problem, and he will have the the ‘800’ number on the signal controller called. Either way, the railroad will be called and a signal maintainer will be called out to assess the problem and fix it.
As far as a ‘slow order’ - that depends on the railroad operational practice. I suspect that this Chicago Metra?
Jim
Slow order? Usually malfunctioning crossing requires the train to flag the crossing. At least the requisite ENS signage apparently worked.
The former CNW line through Wilmette is operated under contract by UP, which is also the owner.
Depends on what the malfunction is. If they simply aren’t activating, that’s usually a stop and flag situation. It could be possible that RR employees on the ground would handle the flagging, if they’re available, or if a signal maintainer is there, he/she could possibly activate the protection manually.
If the crossing protection is activating, then un-activating prematurely, they may simply go in prepared to stop.
We deal with a version of this each spring - rusty rail. We used to have to stop and flag each crossing, regardless of what the lights/gates did. Any more we just have to be prepared to stop in case they don’t activate.
It’s possible the crews got the information with hard copies at stations, or something along that line, in which case you wouldn’t hear anything on the air.
I believe (it’s been a while) that UP rules require crews to be notified of a crossing signal malfunction, and crews are then required to proceed prepared to stop until the crossing devices can be seen to be working. There is a “form” (actually just a procedure–SA?) that is followed. It must be in GCOR; it isn’t in my old SSI. The crossing can only be restored to normal operation by a signal maintainer.
I didn’t hear the radio chatter, so I don’t know the circumstances. Setting a speed limit sounds like a condition other than a crossing malfunction, though–or perhaps the repairs involved work on the track, instead of just inside the bungalow.
I meant to say stop and flag sorry about that
Procedure XH for crossings that have had a partial malfunction. Proceed not exceeding 15 mph prepared to stop unless the balance of the crossing protection is working. (If it isn’t, you have to stop and protect the crossing) Once the crossing is fully occupied you can resume speed.
Procedure XG is for a total malfunction. Stop and protect before occupying the crossing, even if you see the devices working as they should.
A signal maintainer on the scene can give trains instructions in both situations that supersede the rules/SSI. He can tell you the crossings OK or if they have it protected so no stop or speed reduction is needed. Or he can require a stop if the XH turns out to be worse than reported.
Those are the two most given for crossing problems. There are a couple others for equipment left too close on an adjacent track or rusty rail conditions on sidings or industry tracks, etc.
Jeff
On CN, gate malfunctions are generally covered under Rule 529(A) or 529(B).
Rule 529(A) - Activation Failure When notified of an activation failure crews must: 1) stop before entering the crossing; 2) proceed only on signal from employee at the crossing.
EXCEPTION: If properly equipped flagmen are available to protect the movement, crews may proceed into the crossing not exceeding 15 MPH. Once the crossing is fully occupied the train may proceed at normal speed. A Law Enforcement Officer may protect the crossing in lieu of a properly equipped flagman.
Rule 529(B) - False Activation When notified of a false activation: Proceed into the crossing not exceeding 15 MPH until the crossing is completely occupied. Then proceed at normal speed.
EXCEPTION: If there is a properly equipped flagman available to provide warning for each direction of vehicular traffic or at least one uniformed Law Enforcement Officer, movement may proceed through the crossing at normal speed.
For each type of malfunction the standard grade crossing whistle must be sounded regardless of Locomotive Whistle Quiet Zones (Rule 411). Notify RTC of Rule 411 violation.
From the radio chatter it sounded like booth of the trains did not get the XH until they were past the crossings. When the police arrived the railroad was notified, keep in mid that this was all about thirty minutes before the trains even arrived.