Totally understand. Following through with my idea would require an interface with the signals themselves (chances = zero), or four more cameras whose images are insets to the main image (possible, but $$$$$).
I do like it just the way it is - and it is a huge improvement over it’s predecessor! Thanks for the upgrade.
Based on my experiences at the pavilion, it wouldn’t do any good to turn it anyway. During the day, you have to be directly east of those signals to see them. You might be able to tell the signal colors at night, but since there’s no lighting to see the trains by, it’s not worth it.
Pretty noisy in Rochelle right now courtesy of Mother Nature…
Also, some visual help on train spotting from Mom Nature. Lots of dripping noises in the audio, but the occasional flashes helped to identify a UP manifest heading west. Even without help, could pick up the reflector strips on some tank cars in the train and the centerbeam flats were sort of obvious as they passed in front of one of the First Street lights. As the UP manifest was nearly clear of the diamonds, an EB BNSF showed up and held for the UP to pass, then after a few minutes got under way.
Even in the dark, it can be kind of interesting.
One can also listen in on the Northern Illinois scanner feed on broadcastify.com and have a pretty good idea of operations.
Ed
I installed a program that will automatically refresh the browser after a preset time. The cam probably only times out on me once in every 10 resets. I have the reset time to 10 minutes.
For you US crews, why oh why do the crews have to continually blow the horn on the approach to trackside workers - even when they’re just sitting in the truck!
We certainly don’t have that in Canada. It’s extremely excessive and unnecessary.
I don’t have my NORAC 10th Edition handy, but from the Ninth Edition:
The signal is a long and a short. Others will have to speak for GCOR and railroad specific rules.
That is incredibly unnecessary. If a work crew is sitting in their trucks or leaning on their trucks I would not classify that as ‘near the tracks’.
Our CROR does not have that requirement. This is all we have in regards to the issue.
Rule 14(f) Succession of short sounds: Alarm for persons or animals on or near the track.
Scary moment a couple of minutes ago when a gentleman on the upper level of the viewing area got tangled up and took a fall onto the lower viewing area.
The good news is that he appeared to fall flat on his back (it looks to be seven or eight feet) on the concrete and he is now up and about, albeit somewhat shaken. Quite a few people there to come to his aid. I now hear sirens so someone may have called the paramedics, which would be a prudent thing to do.
Just witnessed something very unsettling on the camera- westbound autorack was going by on UP, and two older gentlemen were standing on top of the retaining wall, lower right in the camera’s field of view, when one of them lost his balance and fell backwards into the lower fenced in area. He landed on his rear/back, and it took him awhile to get up, but he did- I’m not sure how. He had a lot of help getting back up to the pavilion.
There are not too many long trains through here. I hear a lot of axle counts in the 2-300 range. These guys need to step their game up!
I won’t be impressed until I hear one in the 600’s.
Just heard a 562 axle on UP.
On UP, I’d guess that it’s because of the Global 3 traffic - all intermodal, which tends to have shorter trains.
I did some exploring (via satellite images) the other day - the BNSF line may be two tracks through the diamonds, but you don’t get too far out of town in either direction before you encounter single track. And I don’t think the sidings are all that long, relatively speaking. That may well explain why one sees shorter trains on that line.
Most of the coal trains I see on the camera seem to be of a common length for unit trains - in the 100 car range.
I’ve noticed several westbound UPs that come to a stop blocking the diamonds. I appreciate that there must be a signal further up the track, but I would have thought every effort would be made not to stop trains so that they block the junction. Can anyone explain for me?
Great improvement on the old webcam, BTW.
Were they all container trains? If so, they’re stopping to throw a switch to access Global III west of the diamond.
I have seen a couple of massive covered hopper trains (EB). One had 200 cars adn the other 217 cars. I would assume these were combined empty grain trains.
Where does one listen in on scanners?
ALso, does anyone have info on scheduled trains for both railroads? I have a pretty good idea of movements for CN, CSX, and NS in NW Indiana but am completely in the dark for movements for UP and BNSF.
I have noticed there is a daily WB UP intermodal at 3pm with UPS/FedEx/YRC and other hot trailer moves. It is usually a shorter train, maybe only 75-100 trailers, including pups for ABF and YRC.
The UP does seem to run shorter trains than CSX and NS.
Ed
I saw a unit tank train led by three Union Pacific locomotives running on the left main…on the BNSF toward Savanna! I had just awoken for the day so this more than confused me. [;)] This proof that you never know what you may see when watching trains. [:)]
Thanks Brian, I think they were all containers. I’ll watch out for the next one to check 
MP173: The hot WB UP intermodal train that you see @3pm is most likely the ‘Bird’, ZG2LT (Global II / Proviso - Lathrop, CA)
Re: WB intermodal trains that stop on the diamonds are usually entering Global III which is just west of the diamonds behind the trees.
CC
I have been watching the Rochelle webcam off and on for about a month and I have a question. Many of the unit oil tank car trains usually have two or three locomotives. then a covered Hopper or some other “neutral” car immediately behind the power, before the tank cars. What is this car’s purpose?
BTW, I really enjoy the enhanced camera’s resolution and the sound.
It is a “buffer car”.It provides separation between the locomotives and hazmat.