Downed trees are the least of the worries for us train crews. We can plow through them no problem, in fact it's kind of fun when you hit a giant pine tree and it just explodes into mulch! It's the washouts that we are worried about. Anything that will separate the gauge or not support the rails are going to be what keeps us from moving. dark signals are usually not a worry either. If a system of signals are out, we can get a track warrant during signal suspension and keep on rockin' and rollin'.
Safety is the number 1 priority, this train crew used every means necessary to protect themselves and the public, also to keep America's economy moving after a devastating Hurricane Helene.
That’s great awesome job. My prayers go out to y’all in Greenville and surrounding areas in upstate South Carolina. I have a friend who is a radio DJ who lost power, but she did get it back recently. hats off to WYFF and other media outlets who did a fantastic job. I am blind, and I live in Georgia and my family lives in Elberton and those stations cover that part of Georgia. I forecast weather on radio in Macon Georgia.
Rear 3 engines are isolated. Cant run more than 3 engines on the head end of a train. DP power must not differentiate from the head end consist by more than 1 either, so 2x1 is fine, but 3x1 would be illegal unless made 3x2
That's interesting; My reply got "filtered" or otherwise removed which is just sad... What I said was that your 3 engine rule must be a company policy, maybe for steeper grades? I often run 4 and 5 heavy engines on the point and could easily tack on 2-3 more before being concerned about draft forces. That being said, with the advent of DPU, It should be just a matter of putting some power on the rear and linking it up rather than tacking more on the point.
The backup batteries are dead as a result of losing commercial power for an extended period of time. The crossings default to the "gate down" position when backup batteries run dead. They'll run a stop and flag order on the crossing until either commercial power is restored or the signal maintainer shows up with a backup generator.
Someone thinks they know how crossings work but took their lessons from a cheap model railroad box. Crossing signals are operated by a current (or audible signal) in the rails and a shunt from one rail to the other. It doesn't care if it's a locomotive or a boxcar, lead engine or DPU. Or it could be two old women pushing a metal bedframe down the tracks... (yeah I seen that happen) Any time a crossing signal has an error, low batteries being one of them, it will activate the crossing and sit there flashing until someone can come and reset the signal. Or you know, until the batteries run dead. Most signals are equipped with high efficiency LEDs and can flash for about 2 weeks on battery power, best case scenario. Total disasters not included, it's expected that a signal maintainer will be called out in minutes if it should ever get to that point anyways. But end of the world situations, you'll find most crossing signals will be stuck in the gate down position before they die.
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Downed trees are the least of the worries for us train crews. We can plow through them no problem, in fact it's kind of fun when you hit a giant pine tree and it just explodes into mulch! It's the washouts that we are worried about. Anything that will separate the gauge or not support the rails are going to be what keeps us from moving. dark signals are usually not a worry either. If a system of signals are out, we can get a track warrant during signal suspension and keep on rockin' and rollin'.
He’ll yes man !!
Safety is the number 1 priority, this train crew used every means necessary to protect themselves and the public, also to keep America's economy moving after a devastating Hurricane Helene.
That’s great awesome job. My prayers go out to y’all in Greenville and surrounding areas in upstate South Carolina. I have a friend who is a radio DJ who lost power, but she did get it back recently. hats off to WYFF and other media outlets who did a fantastic job. I am blind, and I live in Georgia and my family lives in Elberton and those stations cover that part of Georgia. I forecast weather on radio in Macon Georgia.
Thank You for the action 👍🔥🙏💪❤️🇺🇸
Cool!
That number you displayed at the beginning, the train must be hauling a load of something
Don't zoom too much. Just because you can doesn't mean you should. Hurts the eye.
Rear 3 engines are isolated. Cant run more than 3 engines on the head end of a train. DP power must not differentiate from the head end consist by more than 1 either, so 2x1 is fine, but 3x1 would be illegal unless made 3x2
@@tbb236
I never knew that
That's interesting; My reply got "filtered" or otherwise removed which is just sad...
What I said was that your 3 engine rule must be a company policy, maybe for steeper grades? I often run 4 and 5 heavy engines on the point and could easily tack on 2-3 more before being concerned about draft forces. That being said, with the advent of DPU, It should be just a matter of putting some power on the rear and linking it up rather than tacking more on the point.
@@SD40Fan_Jason I promise you I did not remove it
@@SouthernTrainproductions I have no doubt! It probably contains key words that AI bots scrub out automatically.
@@SD40Fan_Jason yeah what I cited is NS policy. They’ve been pushing HPT down our throats a lot here recently.
I believe I detect a heavy amount of FOAM. !!
@@johnuhelski8613 lol 😂
There is NO Reason Why the Crossing Arms should be Down with the Location of DPU Cleared of Crossing. EOT or FRED should have Cleared it. 🤔👎
No power
The backup batteries are dead as a result of losing commercial power for an extended period of time. The crossings default to the "gate down" position when backup batteries run dead. They'll run a stop and flag order on the crossing until either commercial power is restored or the signal maintainer shows up with a backup generator.
Actually they should, there are a lot of times meets, but it’s safety in general
Why in the world does that matter to you? :/
Someone thinks they know how crossings work but took their lessons from a cheap model railroad box.
Crossing signals are operated by a current (or audible signal) in the rails and a shunt from one rail to the other. It doesn't care if it's a locomotive or a boxcar, lead engine or DPU. Or it could be two old women pushing a metal bedframe down the tracks... (yeah I seen that happen)
Any time a crossing signal has an error, low batteries being one of them, it will activate the crossing and sit there flashing until someone can come and reset the signal. Or you know, until the batteries run dead. Most signals are equipped with high efficiency LEDs and can flash for about 2 weeks on battery power, best case scenario. Total disasters not included, it's expected that a signal maintainer will be called out in minutes if it should ever get to that point anyways. But end of the world situations, you'll find most crossing signals will be stuck in the gate down position before they die.
Was this from hurricane Helene?🤔
Yes