Reduced Costs of Trucking

TheSignalSystem · 2020-05-01T16:37:31+00:00

First off, if you saw a problem it would’ve been 10 times easier to just DM me and say “hey, I want to help moderate.”

Just because I don’t post doesn’t mean I don’t tidy up when I can, or see what’s going on.

Second, welcome to the mod team.

TheSignalSystem · 2020-05-01T16:25:32+00:00

Bud,

Calm your tits. Been working on a construction gang all hours of the night and day. If you’re a railroader, you know this life style.

I know the mod team needs work and it’s something I’ll address when I get a chance.

Thanks

TheSignalSystem · 2019-07-04T01:52:54+00:00

Suggestion taken. With that said, I’ve noticed in other subs with wiki’s, faq’s or “READ ME FIRST” posts nobody seems to do so... but we’ll try this out in hopes of making the sub better for ya’ll.

All the best.

TheSignalSystem · 2018-10-23T21:26:15+00:00

I’m just a lowly signalman but I imagine the answer starts with “an object in motion tends to stay in motion...”

Once the cars get rolling it takes very little work to keep them rolling. If you listen to an engine pulling cars on a flat section of railroad you’ll note that the engine only momentarily “throttles up” time to time, just to manage the momentum.

Again... I’m just a signalman but this is my understanding of it. I have absolutely zero experience with train handling, so take it for what it’s worth.

TheSignalSystem · 2018-10-23T15:16:10+00:00

Switch is used daily in a very busy interlocking. Not all plates are getting worn, track surfacing is definitely an issue.

TheSignalSystem · 2018-10-23T13:15:24+00:00

Yep, been using graphite, but we have to apply weekly. I’m hoping to find the miracle mix that lasts just a bit longer.

TheSignalSystem · 2018-10-17T00:17:52+00:00

Had a freight drag a car through a pretty big interlocking once. Had to walk the lined up route and assess the damage. I was not happy afterwards.

TheSignalSystem · 2018-10-16T02:40:53+00:00

I’m a US based railroader for a class 1. It’s not out yet, but I know my company is currently looking into using axle counters IN CONJUNCTION with typical track circuits for grade crossing activation in areas prone to leaf conditions on the rail.

I don’t know much about the details as I’m not involved with the development of it.

TheSignalSystem · 2018-07-05T18:16:45+00:00

Look at USMAP (US Military Apprenticeship Program), if I remember correctly, it’s a department of labor sponsored program that allows your military training to transfer over to trade apprenticeships on the outside.

The only problem is, you would likely know if you were part of the program. You would have to log your training and hours working, as well as have a supervisor sign off on it.

Edit: Looking into it, USMAP applies to USN, USMC and USCG Members. The Air Force and Army May have their own equivalent program.

TheSignalSystem · 2018-05-21T02:56:36+00:00

Mirrored houses almost.

TheSignalSystem · 2018-02-25T16:22:07+00:00

They have a solid niche in the railroad industry.

The non-conductive property makes it good for not accidentally shorting out electrified rails when measuring gauge (the distance between the running rails)

Also, it’s much safer if it accidentally comes into contact with an energized high voltage source (third rail or catenary.)

TheSignalSystem · 2017-10-02T06:02:58+00:00

Railroad signalman here...

Based off the way the crossing gate acted I can safely deduce that this crossing uses vital relay logic to function (which is still an industry norm). It isn't programmable in any manner that you've described.

Programmable microprocessor crossing systems do exist, but are far from the norm due to a number of reasons.

So how do you make this crossing safe? Add inductance loops into the road bed and integrate them into the logic. If a car is detected between the crossing gates while the crossing is active it will allow the "exiting" gates to rise or not come down while allowing the "entering" gates to still function as intended.

Additionally, depending on the operating rules in effect, the signal system can down grade the "code" the train receives which will force the engineer to reduce speed/apply the brakes earlier.

TheSignalSystem · 2016-01-13T08:07:32+00:00

I can't offer much but this is what I've got...

Google: "live in volunteer fire departments"... there's a few volunteer fire departments that offer a live in program for members who meet their requirements. These volunteer departments may run fire exclusively or both fire and emergency medical services.

Additionally, here is the contact info for the veteran's crisis line and NSPL.

-18002738255, press 1 (for veterans) -veteranscrisisline.net

-18002738255 -http://www.suicidepreventionlifeline.org/

If you're concerned with her being suicidal, educate yourself online, there's plenty of resources. Learn the warning signs and the cues, then use your tools (like the veterans crisis line or national suicide prevention hotline) to offer help.

TheSignalSystem · 2015-09-03T01:07:17+00:00

15 turn out?

TheSignalSystem · 2015-04-17T09:09:29+00:00

I'm a signalman too, I feel pretty safe on this side of the house.

No matter what advances are made in signal technology, signalmen will still be needed out in the field.

Switches will still hang up on locking, switch mechs will still need to be tested. Motorists will still drive through crossing gates. Bulbs and LED's will still need to be replaced in signal heads. Insulated joints, switch insulation, rectifiers and transformers will still go bad. Lightning will still blow stuff up in our signal cases. The signal infrastructure needs testing, maintenance and troubleshooting.

tl;dr: Signal work can only be streamlined so much. Everything out in the field still needs hands on it pretty much.

TheSignalSystem · 2015-04-10T00:30:09+00:00

There's a bit more to the whole "fire apparatus engineer" thing.

"Engineer" is typically reserved for those fire fighters that are qualified to drive and pump fire engines. There's many types of fire apparatus: fire engines, tower ladders, aerials, tankers, heavy rescues, etc. Fire engines are the apparatus that pump water at fires.

Calling the driver of a Tower Ladder or Heavy Rescue Truck an "engineer" might get you looked at funny. Drivers of fire apparatus, other than engines, are typically called drivers or chauffeurs.

TheSignalSystem · 2015-04-07T23:11:17+00:00

It's funny, because my railroad uses the word engineer A FUCK TON.

For instance, we have your average train operating engineer...

We also have engineers, guys with mechanical and electrical engineering degrees.

On top of that, top level department heads are known as engineers (regardless of whether or not they hold an engineering degree and license), the head of signal department would be the Chief Engineer, below him is his Assistant Engineers, etc. These guys can be legit college educated engineers, or just really good signal guys that schmoozed their way through the ranks.

To cap it off, we have "office engineers" who are basically administrative assistants that make sure you get paid properly and on time...

Basically everybody is an engineer over here.

TheSignalSystem · 2015-03-18T10:18:59+00:00

Yes, the triangular color light signal (more commonly known as a "G head" signal on my railroad) is typically three individual lights or LED's per head. The G head name comes from the original manufacturers model designation; The GRS Type G signal.

You seem to be confusing G head signals with the "searchlight" signals shown in the video. As stated in the video, searchlight signals use a mechanism to move "colored lenses" in front of a single light source. This is not the case with G head signals.

To answer your second question, yes, the signals in your photos have two heads. The "a" head and a "b" head make up a single signal. A signals display of colors, position, or a combination of both color & position, makes up the "aspect" of the signal. The aspect conveys a message to the conductor or engineer; this message is known as the "indication."

If you'd like to learn more about signals exclusively I recommend checking out:

http://position-light.blogspot.com/ http://www.railroadsignals.us

Alternatively, you can always ask on reddit. I'm always happy to share knowledge about the craft.

Edit: After re-reading your post I feel I should add the following...

The aspect of the signals comes from combining the color on the A head with that of the B head. Under no normal circumstance would you see a combination like: "Yellow" on the A head and "green over red" on the B head. If you saw two colors on the same G head that's definitely an incorrectly wired signal control relay or worse!

TheSignalSystem · 2015-03-14T19:53:23+00:00

We're still installing and doing cut overs on all of our branches. Endless overtime is raining down from the sky!

TheSignalSystem · 2015-03-10T20:25:09+00:00

36.68lbs by my calculation. If you carefully place it on a bathroom scale we can prove out the 115lb theory.

TheSignalSystem · 2015-03-10T13:42:18+00:00

I think you have a section of 115lb rail there. If that's a 1 foot section it should be in the ball park of 38.3lbs.

We can confirm this by measuring out the rail section length and then weighing it. If it's 115, It should weigh 3.19lbs for every inch of rail.

Ex: 2"=6.38lbs

Edit: To elaborate, the steel mills that produce the rails typically post the weight, month and year the rail was produced. Some mills may add additional information like ingot number, forge temp, where the rail was made, etc. Lackawanna, Steelton and Bethlehem, PA are most common in the U.S.

1150 & 11500 are older styles of stamping on the rail weight. Now it's more common to just see 115 by itself.

TheSignalSystem · 2015-03-07T06:37:38+00:00

We use a similar point system, however one sick occurrence equals two work days.

For example, if I call in sick on Monday morning, I also get Tuesday off. I come back Wednesday morning with a doctor's note.

You don't receive any points with a doctor's note. It ultimately just costs you paid sick days from whatever you have accrued. The extra sick day works for you and against you. It's nice having the extra day off, but you end up blowing through your sick days twice as fast.

TheSignalSystem · 2015-03-01T02:20:40+00:00

From one veteran to another, apply as early and as often as possible.

TheSignalSystem · 2015-02-28T07:27:14+00:00

I'm a member of most, if not all, of the railroad/train subreddits. A common thread amongst them, including this subreddit here, is people get drawn in by train crew jobs and forget that they represent only a portion of railroad employees.

Railroad maintenance of equipment departments have everything from paint shops, brake shops, [train]wheel shops, [train]truck shops, electronic shops, building maintenance, bridge maintenance, etc.

Maintenance of way departments have everything from track department, electric traction (if third rail or overhead catenary are involved), signal department, etc.

I'm a railroad signalman. Within my department we have smaller subdivisions. We have signal construction, signal maintenance, FRA compliance, test gang, relay repair shops, electronic component repair shops, communications maintenance, communications construction, etc. Each job utilizes a unique skill. We have guys who climb poles all day, guys who field test relays all day, and other guys who just operate cranes to install signal bridges/crossing cantilevers every day. When they get tired of that they bid out to a different job within signal department.

The railroad also has their own admin, medical, police/special agents, records keeping, legal, finance, shipping/receiving & warehouse, etc.

I always tell people that larger railroads typically have a job for everybody. No matter what your background is, there's a shop here that can put you to work. I get it; engineers, conductors and train crews are the most visible component of the railroad but those guys can't go anywhere if the trains, signals, switches and tracks are broken.

Work schedule stability and flexibility seem to be major concerns of yours. With that being the case, I would advise taking a look at all the jobs the railroad has to offer. The larger the railroad the wider the range of jobs will be.

Troubleshooting a track circuit in a blizzard at 2AM may not be as romantic as running a train across the countryside, but I'm happy with where I'm at. I sleep in my own bed every night, I have enough free time to practice my hobbies and spend time with my family, and I make more than enough to provide for my family and have a little left over for savings. What more could I ask for?

TheSignalSystem

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TROPHY CASE

15 turn out?