I was just discussing this in an exchange of comments with Paul_in_GA on one of his threads.
I contend that the most recurring operator error is setting the point rails on a turnout in the wrong direction or forgetting to return them to their normal position.
Anyone care to agree or disagree?
Rich
Yakking with someone while trying to run trains. Probably near 100 percent of us would be fired if working a real railroad. We are just boys playing with toys. We take ourselves far to seriously. That is why our significant other think we look “cute” playing with our toys.
Rich
Improperly lined points is right up there at the top I would say.
Not having enough fun would be a very close second. [:-^]
Yep, the points, no doubt about it. It seems that I can go for hours over a few days and make no mistakes. Then the next time, its as if I forget they are even there and @#%***@#%. Over and over.
Next is not turning the throttle knob completely off before calling up an other address. Then I see the previously controlled train moving on the other side of the layout way far from where I left it sitting.[banghead]
Being a former railroader a lot of every day routine things stuck with me over the years. I have a habit at stopping short of the switch to check the points…That is a very important step while operating a ISL.
Now my biggest problem is forgetting how much headroom I have and end up trying to fit 6 cars and locomotive where only 4 cars and locomotive will fit…[sigh]
Talking to visitors… But then what else are you supposed to do with visitors.
I guess the switch points were another issue, but ever since I automated the trains and took over the switch tower as my operating position that is less of an issue. All I have to do to run the railroad is to operate switches and signals at the 242nd Street Station. And like any good towerman, you return your levers to the normal position when the train passes your plant. You could align the plant for your next train but I wait for him to be at the Dyckman Street Station, since I have to clear that signal by hand anyway I’ll wait on that switch until he is in the station. Who knows, he may be late and I’d have to realign the plant to let another train out ahead of him.
You must know that once you have aligned the plant for a train, you cannot take that alignment down until after he has passed without a time penalty.
The other thing to watch for is derailments. With eight trains running at once, you can hear a wheelset dragging across the ties, but you have no idea which train is in trouble especially on a subway layout where half of your trains are running in tunnels where you cannot see them.
ROAR
Hi!
Well, for those of us that actually run trains, I would say an errant turnout would be the number 1 (or very close to it) “operator error”.
Fortunately, my “high speed” #8 turnouts are equpped with Atlas relays and they shut down a loco trying to go “the wrong way”. At best, this stops a slow moving train. At worst, only the loco will derail.
With the Lionel layouts I’ve had, “excessive speed” was the number one cause. As someone else mentioned, not fully shutting off a decoder equipped loco is another error that can lead to some expensive results.
Another is the accidental - but unnoticed - derailment of rolling stock from an errant arm reaching across the layout - or similarly, not putting a loco/car fully on the rails when using the ol 0-5-0 switcher.
Agree, at least on my railroad. It the only time I have a derailment.
I would have to say that my biggest problem is yakking with visitors while trying to run two trains at the same time.
1.Not testing their equipment before running it on the railroad!
Not resetting the turnouts to normal position.
Operator inattention.
Fouling the clearance points on mainline turnouts.
Running into the bumpers at the end of the sidings.
Not simulating a set and release before high balling.
Not running the cabin behind the pushers on the hill.
Pete
When being brakeman on the radio saying “come on forward” without noting which end of the engine has the “F” – often followed by saying “No - the other forward.”
Either that or as engineer getting it wrong when told “come on forward.”
One common error I note in operating sessions is guys using track warrant terminology (“track and time” for example) on layouts being run using CTC or timetable and train order.
For many years my friend would dictate clearances after train orders as dispatchers, until an Andy Sperandeo Operators column cleared that up – dispatcher dictates the Train Order or 19, but the operator dictates the clearance. I think this is a common error.
Dave Nelson
Coupling up more than four miles an hour,no sharp steel loads on flat cars next to tank cars.
Yup that is it. Especially with that cross over on the main line.
Where I work, it’s not “Come forward” or Back up" - It’s “Shove east” or " Pull West".
Where I work, it’s not “Come forward” or Back up" - It’s “Shove east” or " Pull West".
When I worked on the Chessie it was:
6163,Take 'em east ,22 cars to the switch.
ten,6163
five 6163
two 6163
6163, That will do when you get 'em stop.
6163,Bring 'em west and you’re good for 60 cars.
[D)]
My ‘most recurring operator error’ is letting my wife see a receipt.
Call a shrink that’s suicidal tendencies[:D][;)][(-D]
regards John
Hi all
I would say the two most common operator oop’s moments would be incorrectly set points,
and SPADS signals passed at danger
Not every one automates there signals to stop the trains at danger.
regards John
The most common operator error is forgetting to change direction. At shows where people operate their layouts this seems to happen all the time. Number 2 would be forgetting to throw the turnout in the right direction and number 3 not checking cars have coupled/uncoupled properly before moving off.
But the real big mistake is using the wife’s credit card to buy more RR stuff.
cheers
Al
But the real mistake was giving the wife her own credit card. [(-D]
Rich