I am back…been away from the forum for a few months.
What would cause a track inspector to issue a speed restriction?
I just heard a CSX conversation in which the speed was dropped to 50/50. Timetable speeds are 79/Passenger and 60/Freight. There are no passenger trains on the line. The trains seem to run at 60mph for intermodal/automotive/Apple Train and 50mph for general freights.
Are these speed restrictions subjective in nature (using the judgement of the inspector) or quantitative (using measurement devises)?
Often a train crew will be heard informing the dispatcher of a rough section of track, so obviously there is a certain level of communication occuring.
Is there not a requirement of 1x inspection per week?
The track inspector has a lot of responsibility. If the TT lists speeds as 79/60, that is FRA CLass 4 track. Each class of track has specific requirements for a multitude of things to be measured/checked on each inspection, which for this class of track would be at least 2x/week with at least 1 day between inspections.
If the TI finds something, such as a gage measurement of 4’ 9 5/8" they have a choice of what to do. (Class 4 allows a max of 4’ 9 1/2")
Correct the defect to bring it back into class
Reduce the speed over the defect to be consistent with the class of track it meets
Remove the track from service
The key is that something MUST be done BEFORE THE NEXT TRAIN
The TI can use their own judgement as to what speed to place over any condition, based on their experience and other conditions in the area, but they cannot exceed the limits for each class set by the FRA in 49CFR213.
In the case sited in the orignal post, dropping speeds to 50/50 does not change the class of track (Class 3 is 60/40) so there is something else going on that we have no info about as to why this particular restriction was put on. Weather could be playing a roll here, as noted above.
From just casual observations, winter is MOW’s best friend. At least once the ground freezes and stays that way. The number of temporary slows drops to almost nothing.
Now once the ground thaws, watch out. A few years back I had two weeks vacation in early March. When I started, the ground was still frozen. Only had 2 or 3 temporary slows. While I was off the ground thawed out. My first trip back I had 2 and a half pages of temporary slows.
Thanks for replies and a couple of notes/questions:
We had a big thaw last week with temps up to 50 degrees and then back down below freezing.
CSX had four speed restrictions within my scanner range, ranging from 50/50 down to 10mph.
Now, how in the world will a TI be able to determine the difference in 1/8" in the gauge width? Does he/she have that sharp of an eye, or is there measuring devises. Not saying that someone cannot see that difference. In my line of business, I could probably detect my product being 1/8" off of parallel and possibly off center. Is there a difference in the ride on rails with that little of separation. Is it more visual or more of detection on the quality of the ride?
csx had 10 speed restrictions from rosedale to Indo they had to fix last weekend.They still have a speed restriction on track 1 at FC.Just need to get the manpower hours to get it fixed.
In the last year, I have really turned my attention to CSX and their operations, primarily thru scanner chatter. It seems like there were quite a few right after the weather warmed up and then cooled down. Never put 2 and 2 together to realize the weather is a factor.
BTW, CSX’ operations seem to be pretty consistent these days. I have been tracking train movements for about 3 months now and their Q trains are very consistent in their times. They certainly added quite a few trains this past year as the economy picked up.
Dare I say the CSX has gotten their act together?
I dont want to hijack my own thread…still looking for answers how the TI’s make the determination. Is it science or art, or a little of both?
Ed
The “art” of track inspection…we could go on for hours on this and bore everybody (execpt those like Mudchicken) to death.
The FRA provides the minimum safety requirement. The railroad then usually tighens things up a bit by maintaining the track to the next higher class (when they can afford it) so that small changes in conditions do not immediately slow things down. (think of it as a cushion so a change can be found before it is a class limiting defect)
The TI then has to takes the prescribed limits and apply them to what they see. That is called calibrating your “ass-o-meter”. You tend to see or feel something that has changed from your last trip more as a “huh, what was that?” than a specific 1/8" difference in gage, for example.
That gage difference will usually be an aggregate of things like wear on the face of the rail, movement at the tie plate/tie interface, loose or missing fasteners, cutting of the plate into the tie, etc. All of this has to be added up from the static measurement the TI can make with a tape and then add on what happens when a train goes over it and loads it up and pushes things out even more.
That 1/8" gage I originally mentioned that would lower things to Class 3 track is really 1 1/8" wider than standard gage. Remember though, you may only see 1/2 to 5/8" of that initially and then have to account for the affects under load to get to the full 1 1/8".
The TI’s responsibility is to keep and eye on trouble spots, place slow orders as needed and keep the boss (Roadmaster, MTM, whatever) informed of how things are holding up so the boss can fight for the money needed to fix things.
Really ?? You mean not everyone’s fascinated by this stuff ?!?!? [swg]
To add just a little bit: Sometimes the visual clue for the Track Inspector is something like a new streak of rust or grease on the head of the rail that wasn’t there before - which indicates the rail has moved a little bit from where it was before. The perspective from only 5 to 6 ft above the rails and looking up to 1,000 ft. ahead - particularly when looking towards the sun and having the benefit of the reflection, too - can sometimes be very helpful in picking out irregularities.
But when you have to get right down to it - literally, the best tool to have is an inspector’s “Combination Track Gauge and Level”, like the ones at this link - the #23 at $175 is my preference:
Steve: If only I had the time…up to my butt in alligators right now.
Paul: Get a real track measuring device, like a MAGNUM RCAT. (German made, costs about 4X what you brought up - most every roadmaster has one) http://www.magnum-usa.com/equip7.html (You would be amazed at how many people can’t read a gauge, much less a precision unit like this…and cannot keep it in adjustment)
Mud
(Last seen at CRIP MP 587.1 between Falcon and Peyton, CO…no trains, no track, plenty of cold and wind)