Service roads that run parallel to the tracks have become more prevalent over the years …but what is their purpose really? Why are they needed when a hi railer could be used to access?..And wouldn’t these service roads be a taxable improvement to the property and give potential tresspassers easier access to otherwise hard to reach locations?
The roads allow access without disrupting train traffic. It also gives access to all the guys that aren’t blessed to have a hy-railer.
I’ll start off with echoing what Zug said. Regarding the derailment that happened Monday the 27th in Neenah, I was able to catch conversation between some of the crews (both CN & Hulcher) to the effect that it’s better to have stuff like this happen when there’s roads to get people and equipment in and out. Biggest advantage? Lack of inhibiting rail traffic, verbal protection can be used instead of a track authority/warrant, and easy access. Yes to potential trespassers but also to LEO/FD responding to complaints of trespassing and more serious issues. I have seen CN keep some grass mowed very short for the access road…although it’s a road in the sense that driving on your lawn is a road too, I guess.
Consider, too, that the track is unavailable to trains for the entire time that the hi-railer is getting on the track, traveling to the site, doing the work, moving back or ahead to the take-off location, and then getting off. Also -
Not all MOW, B&B, or C&S, etc. work requires a vehicle that has hi-rail capability and stability. Examples: Replacing a bulb or maintaining a signal; lubricating or adjusting a turnout; inspecting the underside of a bridge, etc.
On the other side, a lot of equipment that is needed doesn’t have hi-rail gear - such as Hulcher’s side-booms, etc.
- Paul North.
In most cases, the ‘Service Road’ is the right of way for the former 2nd (or 3rd) track that was removed as a part to the carriers ‘plant rationalization’ program of the 60’s, 70’s, 80’s or 90’s. While I have no real understanding of how the property would be assessed for property taxes, I expect the the tax value of a ‘dirt’ path following the carriers right of way would be assessed as less valuable than a operating track, but it is entirely possible the the property is assessed on it’s acreage without regard to the level of ‘improvement’ that has been place upon the property.
Thanks everyone…that clears it up for me.
Even along the BNSF double tracks thru Minneapolis/St. Paul, MN, there is a service road. The only routine hi-railers we see are the track inspectors and sometimes he is off the rail and drives along the access road. Signal maintainers, railroad police, mobile helper (called “Mobile 80” who can check on switches, cars, etc) and all the rest use the well maintained service road.
The service road along the old GN is in the place of 2 tracks removed years ago. There used to be 4 tracks up the hill (2 passenger and 2 freight). Now there are only two tracks. The NP tracks to the north are also double tracks.
Our service road at Jackson Street in St. Paul was plowed last week and the plow covered our industrial spur with 4’ of ice and snow.
Since most of the in-town track is grade separated, the road gives the workers easy access to anything along the line.
A hi-rail that is on one track of two is blocking the track that it’s on. no trains can use that track until the hi-rail clears the signal area. if the h-rail is on a service road, both tracks can accomodate trains. this is mre efficient and the route can be inspected at the same time.
These service roads didn’t use to be for the most part. But as railroads slimmed down to single tracks these extra lanes became avalable for MOW and other department access. Then, as the Big Hooks and company became pass`e, private contractors could bring their equipment up to the site of the wrecks.