…Was watching for a few minutes as a train passed at Rochelle and as soon as it did get passed two workman scurred back on to the diamond and it looks like they were welding on the track structure…Time 8:07 pm EDT.
…Workman with service truck pulled away at 8:26 EDT.
Actually, they’re out there often.
Those diamonds take quite a pounding.
Yep, this happens a lot…and if you happen to be there while this is going on, look closely at the person watching (and listening on the radio) for trains coming…when they get close several sirens go off (triggered by the “watchman” with the radio) and blue strobe lights mounted on poles near the diamonds flash to alert the welders who are wearing heavy masks and have a hard time hearing the sirens or seeing the strobes so they do both every time. Once the train is past they have a different sound come from the sirens to indicate it is safe for the welders to go back to their work. I have seen this several times and it has got to be frustrating for the poor welders when the diamonds are very busy with UP and BNSF trains.
…I also saw what I thought was a light near or on the service truck flash…And yes, the diamonds were busy at that time. I saw 3 trains in a short time span that I was watching.
I wondered and thought that one of the workers would be strictly “watching” as the one would be welding. For sure, he would not be able to be watching for the train traffic with the welding helmet, etc…
I would think welding could be done just so many times and then the pieces or parts involved would have to be replaced. Thinking about what happens to those parts…they really must take a pounding…Long trains slamming over the involved parts each hour of the day practically. 24 / 7.
Would someone please explain to an ignorant person:
How is a decision made to close a section of track to allow workers to do a job?
Compare with the circumstance of these welders who are kept safe by watchers using procedures.
Does the watcher know when a train is due? Do the train crew know the welders are working?
jpw:
(1) access to a piece of track is normally dependent on rulebook and timetable location, in particular signal system, dark territory, track warrant territory, yard limits or so on. In most of these places (except yards and backtracks), the track foreman gets access just like a train would - working with the dispatcher. Track inspectors have to inspect all track on a specified time period, again dependent on location and use. Thewre are already multiple threads on the forum dealing with the subject.
(2) In the overall scheme of things, the roadmaster (MTM, Track Supervisor, etc.) “owns” the track and the dispatcher and trains (operating department) get to use the track. Rarely will a roadmaster take a track away from the dispatcher’s control, but it does happen.(almost always for a very good reason, starting with the operating people are not allowed to pass judgement on track defects)
(3) Crossing Frogs, like the ones at Rochelle are a maintence headache and have a short lifespan. They are the weakest link in the track structure. Most crossings have stash of spare parts and crossing frog inserts. Each crossing frog is custom built to fit the local geometry, they aren’t a stock item that sits on the shelf like a switch.
They DO take a pounding. I was standing at the diamonds 2 months ago (freezing my butt) and marveled at the way the steel wheels hammer those track edges. The trains roll faster than the webcam would make you think. I saw a few trains on the BNSF tracks but the UP tracks are very busy, frequently two trains at the same time pounding the diamonds. They must need almost constant maintenance.
What is the width of the gap wheels must clear on a set of diamonds? MC? Ed?
Minimum 1 1/2 inches wide by 2 3/8 inches deep (except for the new low speed Jump Frogs of which there are only about a dozen of right now, like Los Nietos CA [BNSF/UP] and Chenoa, IL [UP/TP&W)
Which takes the greater beating? Wheels or diamonds?
I ask this even though the obvious answer is the rails in the diamonds. But hypothetically, if the same wheel hit the same diamond 400 times, which would win?
And more, please, on the new low-speed jump frogs. Have not heard of these. Might be worth a trip to Chenoa?
Watch the TP&W side go up and over on the bottom of the flange instead of the wheel tread.
Imagine that TP&W only goes over that rascal one or two times a day, so timing is everything.
http://www.findarticles.com/p/articles/mi_m0BFW/is_10_100/ai_n6262076
http://www.findarticles.com/p/articles/mi_m1215/is_8_204/ai_108114494
ps - If the wheel breaks or loses, the track department is out in force looking for impact nicks in the ball of the rail.
Is there supposed to be a drawing or video demonstrating this? I don’t see what you are referring to.
Thanks for the paragraphs, Mudchicken
Your first explanation "access to a piece of track is normally dependent on rulebook … " is no surprise to me.
But I’m still not clear on something: Eolafan (I think) wrote about a watcher guarding the welder’s access to the track under repair. It seems to me that the rules process guarantees there won’t be something coming on that track. So what is the watcher watching for?
Maybe you can tell that I never had a safety responsibility job. Is this just about redundant safety actions?
John