More like this please. Railroads in the US are so different to the UK, and I find all this fascinating. I am learning a great deal, so a big thank you from across the pond.
Thanks Danny, from a UK railfan with no idea of the US way of working railroads your videos have proved helpfull in understanding whats going on. Keep up the good work. Thanks, Ken
Being from the UK videos like these are really interesting and informative, it's amazing to see the difference between trains here in the UK and over in the US. Keep up the great work Danny
Just to add on to your “locomotive facing backwards bit” There’s an engineer out of Jax on the NS I trained with for a bit and he preferred it LHF at the beginning of our work day (0700) because the sun was on the other side (aka shining in my face)
Most early road switchers were intended to be run long hood forward anyway. During the transition era, I imagine it wouldn't be too different from operating a steam locomotive as far as visibility is concerned.
I've also heard part of the reason why long-hood forwards was also done was safety-related. Apparently it was believed that the locomotive's engine would basically help protect the crew in the event of the leading locomotive running head-on into something, though it was found that the extra visibility provided by a low short-hood apparently helped prevent many of those accidents. Apparently the main reason the N&W and Southern Railway held-out as long as they did with high-hood locomotives was union-related.
@@freebrickproductions The other school of philosophy was that a high short hood would provide more safety in a crash (which was true) while not severely reducing visibility. Eventually, locomotives with higher cabs and "widecabs" provided that safety so a high hood wasn't needed.
GCRailways Most railroads ran road engines short hood forward after the diesels came online, except the southern and maybe a few others. Engines like the Es and Fs would make things difficult to run long hood forward. Even the Southern ran the rounded nose as forward. Most of the switch engines like the SWs did run long hood forward. But most of them stayed in the yard. I don’t recall ever having a switch engine in the lead on a road (through freight) job. If they were in the consist it would usually be the rear unit and going to another location for an inspection or for repairs.
Thanks again for not only explaining some of those questions that reside in the back of our mind, but doing so with great video, graphics and narration that rivals the big production companies. You are the best!
Danny I would say from working rapid transit and being a freight conductor for a short time that a locomotive running backwards is basically because it can't just turn around like a car. They have to use loop tracks turntables ect. For longer trips usually you're gonna get a forward facing cab. Switching and local drop offs we pushed in reverse or "long hood" because of the short distance
Since the 1960's diesels have an obvious front , with a good cab view. However, the Southern Railway had "high hoods", even on the short end. In the earlier days of diesels, the policy was to run long end first. This reduced visibility of the track ahead, but offered crash protection. As obvious as the front is of today's diesels, there's still an " F " painted by the front steps. Thank you for explanations of railroad operations.
Never heard of that policy. The Southern ran their locomotives whichever way they were turned regardless of which end was marked front. Yes, they ran short hood forward sometimes. That’s one of the points of having bi-directional controls, so the engines wouldn’t have to be turned around at a Wye somewhere.
When switching, movement directions are made relative to the front of the locomotive, thus the F. When coupled to a train, directions are relative to the train. If you have a hard a** engineer, you better give directions properly or you end up going the wrong way.
Alot of times you'll see four axle engines with ditch lights on the front and the back because the railroads know that most locals start out or end up long hood forward because of the types of industrial tracks they go into which basically require the engineer to be looking at the conductor protecting his shove just in case they have a derailment.
To add, ditch lights don't flash on every engine. For example, BNSF and Union Pacific units have their ditch lights stay in a steady burn even when the horn and bell is triggered. NS, CSX, Amtrak, among others have them set to flash.
Left the B&O in 1973 after 13 yrs as a tower operator on the old C&N division. Could see then that radios would take the job, never realizing it would go this far. Retired from the brewing industry in 2002, still miss railroad
I always had mixed thoughts about loading track work machines on rail cars. On the positive side we have finished and moving to a new location. On the other hand ,we usually had to finish up that days job which means our trailing surface gang must finish also before we can load them. No one can leave and travel to next location until ALL machines are loaded and properly chained down. Long,long days!
Thanks, Danny. As usual, an excellent video. I'm not watching just for the pictures. My family has been in railroading (all on the L&N). These are questions I should know the answer to, but I didn't (except for the flashing ditch lights. I knew that one!!!) Pretty bad for someone who has been around railroaded for his entire life. Here's one for your next "Questions" program: What mechanisms are used to control CPUs? Unmanned RF controllers? Aside from long and level road hauls, how are they used? What jobs do they actually perform? (Braking. Stretching, etc?)
CPU? Did you mean DPU? If you're referring to DP engines on the rear of a train or in the middle, the only thing those are used for is power distribution on long haul trains. They can't be used independently or remotely for switching cars. However, I can control them individually to regulate braking and traction independently from the head end, or isolate them completely. But if I wanted to use them for anything else, like switching, I'd have to fully unlink them from the head end, and run them manually which is rare. In fact I've only done that 3 times in 8 years because it's more complicated to do that than to do all the switching from the head end.
Having been a railfan since 3-4 yrs old growing up just N of Atl., GA on the old L&N line. A passenger train from Atl. to DET would stop 6 days a week @ 6:18. My father came home from work and my mother screamed get him out of the house, so off to the train station we went 3 or 4 times a week in the warmer months. Family travels took us to the Carolina's and I fell in love w/ the Tuxedo schemes of the Sou. Be it L&N, SOU, SOO or any other I still love trains and appreciate your insight and willingness to address the in depth questions and also the basics. Keep up the good work and stay on track.
Danny thank you posting these videos. It allows those of us , like myself, who love trains but can't get out to do railfanning to see things that we would never see otherwise. Be safe and maybe we will meet on the high iron someday.
I’m glad I found this. My Dad originally worked for ACL then SCL and finally retired from CSX. A few Saturdays he would take me to his office on Warrington st in Jax. Back then it was the sales office. Keep it up love the videos!
Thanks again Danny for another great video. I've shared from 7:11 onward on my small layout design blog. Great content and lovely information for modellers too!
They don't save money, They haul stuff for people so they don't die, And driving a train is good pricing for a job, They don't save money they get money.
@@creeperkillere - By paying only one person to operate a remote control locomotive and switch cars, that saves money. To have only one train to go to a certain location instead of two, that saves money. Meaning, SAVING MONEY FOR THE RAILROAD, since their Operating Costs are less.
I think you do a great job with your broadcast and very informative each and every time you post something new thank you for all your work and information
Love your Train Talk and videos. I remember as a small kid 5 or 6 (1950) when dad would hear the steam whistle we would jump in the car run to the depot and watch the train, good memories ! When we moved to Miss I had to walk to school which took me right pass the L&N depot Made friends with the clerk who did everything. I remember him on the telegraph relaying info about passing trains to stations down the line. He explained the signals to me. They were the arm type. He also put up the mail pouch that was snagged by the mail car on passenger service. The Hummingbird from New Orleans to Cincinnati. More good memories..I'm thankful to have them. Just like yesterday !
At the 9:23 mark you mentioned the Crossing signals probably deactivated because of rust on the rail. That is possible but a couple trips a week should keep the rust from building up enough to keep the circuits active. From your comment they were activated so that meant there was not enough rust to insulate the circuit. I suspect it was the slow moving train that let the circuit time out.
Thank you, Danny - I really enjoyed the "Q&A" and hope you might do more of these sessions. I have learned more from all of your videos than from 70 years of semi-passive train watching in the Big Bend /Panhandle / central Florida.
Thanks Danny, really appreciate your knowledge and understanding of railroading. While the tracks may be laid straight. The whys and whys of railroad operations are not so straightforward.
Another excellent ‘how things work’ video! Your videos are generally some of the best. The ‘how things work’ videos are unique and set you apart from many of the other RR videos. More would be great!
Thank you Danny, as always. Your videos are always just so fun to watch and you are always so very imformative. I especially liked the part when you were flying the drone and you could see yourself both operating the still video camera, and the drone, Very cool.
Great video. Danny! Those look like the work train cars that ran down to the Homestead Sub a day later. Very informative as well. I'm glad you got to see the Hillsborough Spur get action in daylight.
We carry a "man-down" device on us at work (Corrections Officer) for the exact same reason. It will alert other officers if you get knocked down or pull a switch on the device for help. Once it's activated there will be an army of help coming quickly
The reason an engine runs long hood forward sometimes is to eliminate the need to turn and engine on a wye or a turn table, FRA mandates that any engine running backwards on the point of a train be fitted with. Ditch lights otherwise it must be turned. Sometimes in NS territory up here in greensboro NC you will see mainline frights with the lead engine backwards, it looks a little odd, but like you said the reason railroads do what they do is endless.
pretty accurate info, and yes, locals dont waste time flipping an engine. They take it as it's given to them, same thing with switching jobs in the yard.
At the yards I work, most of the time the crews are assigned to engines based on which way they're facing due to the direction they'll be going, and those engines are all staged accordingly at the ends of the shifts. Or, I should say usually lol.
Thank you. I came here (late) to hope you'd answer the first question. My question was more regarding why they call out the signal. But your answer covered that. Thank you.
There was a wreck years ago when the engineer didn’t comply with signal indication on a passenger train. The upshot was that the lone engineer on a train must call the signal to the conductor, who is not in the cab. It may have been a FRA Emergency Order. I worked passenger service on BN. We didn’t have the rule to call out signals on the radio like Chicken $hit Xpress, but anything less than clear was called either on the radio or train intercom.
Thank you so much. I like to learn as much as I can, especially about all things concerning trains. Your videos are some of my favorites. Thanks for sharing.
Have emailed you a couple times, but after watching this video realized I have failed to mention that you are one helluva drone pilot. It is so nice and steady.
Wonderful job Danny! I’ve been watching your channel for years now and I love all things train. I think you have a top quality production and I really appreciate the videos you’re making. Some of the earlier documentaries were top quality!
Good. To hear from you again! I bought the scanner that you recommended (Uniden BC125AT) thanks to the built in soft ware makes programming very easy as I could not seem to do it from the key pad waiting to hear from you again.
Sometimes the way an engine faces is for a specific switching reason. L507 here in Milwaukee, Wi almost always has a north facing engine because it’s easier to switch Milwaukee yard that way.
Danny, it's always great to see a new video from you and it's interesting to see the workings of a US railway in comparison to the UK network that I work on. Informative video as always, keep up the good work!
Another answer for the ditch lights question. Ditchlights flashing is more of an east coast thing, as some may have noticed. Amtrak, CSX, Norfolk Southern are prime examples of this. But on the west coast, Union Pacific, BNSF, remain steady. A few locomotives on my local Class II shortline have flashing ditch lights because of their originization. some like the ACL and the Penn Central. Canadian National is the stand out for the east coast. Ditch lights here do not flash.
@Distant Signal... One minor point: The "Aspect" of a signal is how it appears to the observer. (i.e. Red over Lunar). The "Indication" is the action dictated by the signal. (i.e. proceed at restricted speed, etc.) The "Name" of the signal is required to be announced in the locomotive cab and announced on the radio. (i.e. Restricting)
Thanks so much. I grew up with ACL railroad supervisor relatives nearby but somehow never learned much by osmosis. I would have pursued rail as a career, in some capacity, but in the early 70s rail seemed in the past.
Danny, you are an encyclopedia of train info...oh, I'm sorry to date myself. Encyclopedias are old school. These days you are a ''trainpedia'' of knowledge. Thanks Danny. You set the bar for other railfan video-ogrphers.
one to explain would be the difference between single, dual, and triple signal heads. also, types of switches. manual, automatic, and spring loaded. different types of MoW vehicles would be a cool one to learn about, too.
If you will look back over my catalog here on RUclips you'll see quite a few videos that cover those very subjects. Let me know if you can't find them.
From my conversation with Yard jobs and Local jobs, they will run long hood forward (LHF) going out to customer so when the work is done they will be able to more comfortable in then Cab going long hood back (LHB). Some also prefer to go to customers this way depending on the grade and steepness of the territory they're running on, because some locomotives sand better going LHB vs LHF there for they will have better traction on the steep grades.
Great video danny. As a railroader I appreciate the work you do explaining railroad jargon to folks that are curious about things that they here or see and want to know what they mean. Keep up the good work my friend 🚂🚂🚂🚂🚂🚂🚂🚂
In the summer time train rails expand to prevent rail buckling the weld crew cuts out a small section of rail and in the winter they add that length back if you find a track worker see if he can explain how they subtract rail and add rail
helpful video well photographed and narrated, good questions answered clearly. I'm enjoying your channel, Florida railroad fan and toy train enthusiast
Though you said that riveting metal plated, black on white 4" numbers on RR signage was probably done as a cost saving measure , I liked the easier to read result.
Hey Danny, I worked for a Class 3 railroad in Massachusetts. Often there is no particular reason which way a locomotive is pointed, although we tried to keep the short hood forward for night time operations, in order to have better visibility on curves and crossings. If a train had both day and night moves, we would usually wye the engine to favor the night run. Can’t always do this depending on the availability of a wye. We only had a few on the system.
Thanks Bill. Yes, this running long hood forward is a new thing on CSX. Until just recently they almost always ran engines cab forward, but CSX doesn't have a wye at it's Yeoman yard. The wye is about two miles away and I'm guessing they just want to spend the man hours turning engines.
Interesting. In my day, road crews could not operate inside the yard limit board. At Hardy Street Yard Houston [SP], we could pick up/drop off our caboose and apply/disconnect the air hose. At Englewood Yard, we could couple the caboose onto the train and then couple the engines onto the train, but yardmen on the head end coupled the air hose and another coupled the air hose on the caboose to the train. The yardman on the caboose then entered and monitored the air gauge until it reached 90 pounds. Same goes for dropping our train at Englewood. Times have changed.
everytime i hear of englewood yard i always think of the colossal meltdown back when the UP took over the SP and crammed the englewood hump with way more cars than it could handle... i was a CNW/UP switchman back during this time and our yard in milwaukee was JAMMED full... nothing moved for days... it was like railroad apocalypse
As always, I'm never disappointed, in any of your videos, Being raised in south Florida, Pam Beach County, then spending 23 years in the Gainesville area, "Melrose" just east of Orange Heights,,. I'm always on the look out for familiar sights,, caught the south bound SCL many times from Waldo to WPB, or Lake Worth. Thank You Sir for Keeping the Memories Alive,, Always checking for the next video..... An Avid Watcher,, Leroy, looking in from Unicoi Tn. just North of The Erwin CSX Yard
Glad that I watched your video about how grade crossings work first! Really helped with comprehension of what was going on towards the end of that last segment
I’ve never clicked a RUclips notification faster lol
Same
Same
same
Imagine RFD doing a podcast once a month with a group of railfans. That would be great!
YES!
More like this please. Railroads in the US are so different to the UK, and I find all this fascinating. I am learning a great deal, so a big thank you from across the pond.
Many thanks to you, Clive.
Thanks Danny - a good example of protocol when the crossing hardware does not respond. Thanks for sharing!
You know it’s a good day/night when Danny uploads!
Agreed!
Dang right
Roger dat!
Ten fer!!!
Things we Rail Fans take for granted that when explained give you that 'Oh Yeah' moment! Thanks for the lesson Danny, another great video.
I never cease to learn new aspects of US railroading from your videos, thanks and keep up the great RUclips clips
It's just like air traffic control, reading back the directions to ensure clarity and correctness.
This was a great and very informative video!
Thanks Danny, from a UK railfan with no idea of the US way of working railroads your videos have proved helpfull in understanding whats going on. Keep up the good work. Thanks, Ken
Distant signal I am such a big fan god bless your heart sir.
How cool is this, ur pfp is my Google Classroom PFP lol
@@tommyd227 LOL EXPOSEEEEEEDDD
He does his videos so professionally. C
No one better to teach "railfan school" than Professor Danny !! Thanks teach, love your videos.
Being from the UK videos like these are really interesting and informative, it's amazing to see the difference between trains here in the UK and over in the US. Keep up the great work Danny
I click the 'like' button before the video even starts.
Same here. LOL.
Just to add on to your “locomotive facing backwards bit”
There’s an engineer out of Jax on the NS I trained with for a bit and he preferred it LHF at the beginning of our work day (0700) because the sun was on the other side (aka shining in my face)
Most early road switchers were intended to be run long hood forward anyway. During the transition era, I imagine it wouldn't be too different from operating a steam locomotive as far as visibility is concerned.
f
I've also heard part of the reason why long-hood forwards was also done was safety-related. Apparently it was believed that the locomotive's engine would basically help protect the crew in the event of the leading locomotive running head-on into something, though it was found that the extra visibility provided by a low short-hood apparently helped prevent many of those accidents. Apparently the main reason the N&W and Southern Railway held-out as long as they did with high-hood locomotives was union-related.
@@freebrickproductions The other school of philosophy was that a high short hood would provide more safety in a crash (which was true) while not severely reducing visibility. Eventually, locomotives with higher cabs and "widecabs" provided that safety so a high hood wasn't needed.
GCRailways Most railroads ran road engines short hood forward after the diesels came online, except the southern and maybe a few others. Engines like the Es and Fs would make things difficult to run long hood forward. Even the Southern ran the rounded nose as forward. Most of the switch engines like the SWs did run long hood forward. But most of them stayed in the yard. I don’t recall ever having a switch engine in the lead on a road (through freight) job. If they were in the consist it would usually be the rear unit and going to another location for an inspection or for repairs.
Great video! Liking the 4K
Thanks! Was wondering if anyone could see it. I got a bigger Mac last year and can finally start using all my 4K video.
@@distantsignal Did you upgrade your camera or did Sony finally release the 4K firmware for the CX900? (Which I think I recall is what you use).
Your love for railroading shows in the high quality of your content. Thank you so much.
Thanks again for not only explaining some of those questions that reside in the back of our mind, but doing so with great video, graphics and narration that rivals the big production companies. You are the best!
Glad you enjoyed it, Daniel.
I didnt know I was a rail fan until I found your videos. How could anyone NOT love this stuff, wow.
Danny I would say from working rapid transit and being a freight conductor for a short time that a locomotive running backwards is basically because it can't just turn around like a car. They have to use loop tracks turntables ect. For longer trips usually you're gonna get a forward facing cab. Switching and local drop offs we pushed in reverse or "long hood" because of the short distance
Since the 1960's diesels have an obvious front , with a good cab view. However, the Southern Railway had "high hoods", even on the short end. In the earlier days of diesels, the policy was to run long end first. This reduced visibility of the track ahead, but offered crash protection. As obvious as the front is of today's diesels, there's still an " F " painted by the front steps.
Thank you for explanations of railroad operations.
Never heard of that policy. The Southern ran their locomotives whichever way they were turned regardless of which end was marked front. Yes, they ran short hood forward sometimes. That’s one of the points of having bi-directional controls, so the engines wouldn’t have to be turned around at a Wye somewhere.
When switching, movement directions are made relative to the front of the locomotive, thus the F. When coupled to a train, directions are relative to the train. If you have a hard a** engineer, you better give directions properly or you end up going the wrong way.
I could listen to this man describe grass growing. At 52 I am just now getting into being a rail fan!
Danny, really enjoyed this one. I think many of us amateurs would love more FAQ videos.
I have never dropped what I'm doing so fast in my life
Alot of times you'll see four axle engines with ditch lights on the front and the back because the railroads know that most locals start out or end up long hood forward because of the types of industrial tracks they go into which basically require the engineer to be looking at the conductor protecting his shove just in case they have a derailment.
I’ve literally binge watched all of your videos throughout the day during my daily work and I can’t get enough of it! Love the videos!
As Brit visiting the US. This info is absolutely great. From a kid growing up in the era of steam locos around London, it is fascinating. Many thanks.
I always love how professional your videos are, they remind me of train documentaries Id watch when I was a kid.
Incredible photography and education as usual, Danny! Much appreciated!
Always enjoy the industries being served. And knowing what is in those cars. Thanks for another great video.
To add, ditch lights don't flash on every engine. For example, BNSF and Union Pacific units have their ditch lights stay in a steady burn even when the horn and bell is triggered. NS, CSX, Amtrak, among others have them set to flash.
Left the B&O in 1973 after 13 yrs as a tower operator on the old C&N division. Could see then that radios would take the job, never realizing it would go this far. Retired from the brewing industry in 2002, still miss railroad
I always had mixed thoughts about loading track work machines on rail cars. On the positive side we have finished and moving to a new location. On the other hand ,we usually had to finish up that days job which means our trailing surface gang must finish also before we can load them. No one can leave and travel to next location until ALL machines are loaded and properly chained down. Long,long days!
Thank Danny. I'm always a little smarter after one of your videos.
In my view, this whole channel is among the best drone work ever recorded. From Nova Scotia Canada, I thank you.
That's an awfully nice compliment, Dann. Thanks!
Thanks, Danny. As usual, an excellent video. I'm not watching just for the pictures. My family has been in railroading (all on the L&N). These are questions I should know the answer to, but I didn't (except for the flashing ditch lights. I knew that one!!!) Pretty bad for someone who has been around railroaded for his entire life.
Here's one for your next "Questions" program: What mechanisms are used to control CPUs? Unmanned RF controllers? Aside from long and level road hauls, how are they used? What jobs do they actually perform? (Braking. Stretching, etc?)
CPU? Did you mean DPU? If you're referring to DP engines on the rear of a train or in the middle, the only thing those are used for is power distribution on long haul trains. They can't be used independently or remotely for switching cars. However, I can control them individually to regulate braking and traction independently from the head end, or isolate them completely. But if I wanted to use them for anything else, like switching, I'd have to fully unlink them from the head end, and run them manually which is rare. In fact I've only done that 3 times in 8 years because it's more complicated to do that than to do all the switching from the head end.
Having been a railfan since 3-4 yrs old growing up just N of Atl., GA on the old L&N line. A passenger train from Atl. to DET would stop 6 days a week @ 6:18. My father came home from work and my mother screamed get him out of the house, so off to the train station we went 3 or 4 times a week in the warmer months.
Family travels took us to the Carolina's and I fell in love w/ the Tuxedo schemes of the Sou. Be it L&N, SOU, SOO or any other I still love trains and appreciate your insight and willingness to address the in depth questions and also the basics. Keep up the good work and stay on track.
Danny thank you posting these videos. It allows those of us , like myself, who love trains but can't get out to do railfanning to see things that we would never see otherwise. Be safe and maybe we will meet on the high iron someday.
Thanks for those kind words, Robert.
Thank you for the tutorial. I will probably forget, or not process it all, so please keep the tutorials coming.
I’m glad I found this. My Dad originally worked for ACL then SCL and finally retired from CSX. A few Saturdays he would take me to his office on Warrington st in Jax. Back then it was the sales office. Keep it up love the videos!
Love as always, especially the drone angle.
Hey I remember you
I used to watch ur channel years ago
Every day is a school day. Thanks for answering some of the many questions I have about the US railway operation.
Hello again Danny, glad to see you are back on the high iron and doing well! Greetings from NE, Ohio!
Just subscribed to your channel. Enjoying your informative videos this evening and looking forward to watching many more. Thanks!
Thanks again Danny for another great video. I've shared from 7:11 onward on my small layout design blog. Great content and lovely information for modellers too!
I learned so much from this video. Thanks Danny!!
Whenever I see that Danny has posted a video, I immediately sit down and watch!
Why do the Railroads do what they do? The simple answer: To save money.
meesta krabz but it's railroad edition
They don't save money, They haul stuff for people so they don't die, And driving a train is good pricing for a job, They don't save money they get money.
@@creeperkillere - By paying only one person to operate a remote control locomotive and switch cars, that saves money. To have only one train to go to a certain location instead of two, that saves money. Meaning, SAVING MONEY FOR THE RAILROAD, since their Operating Costs are less.
@@creeperkillere Legal costs when someone dies are insanely expensive. That's why the railroads try to avoid killing people.
I think you do a great job with your broadcast and very informative each and every time you post something new thank you for all your work and information
Love your Train Talk and videos. I remember as a small kid 5 or 6 (1950) when dad would hear the steam whistle we would jump in the car run to the depot and watch the train, good memories ! When we moved to Miss I had to walk to school which took me right pass the L&N depot
Made friends with the clerk who did everything. I remember him on the telegraph relaying info about passing trains to stations down the line. He explained the signals to me. They were the arm type. He also put up the mail pouch that was snagged by the mail car on passenger service. The Hummingbird from New Orleans to Cincinnati. More good memories..I'm thankful to have them. Just like yesterday !
Excellent Q&A! Very thorough answers and the footage accompanying them is well-selected and edited!
Much appreciated.
One more time Danny a video with lots of good information. Thanks and keep up the good work!
At the 9:23 mark you mentioned the Crossing signals probably deactivated because of rust on the rail. That is possible but a couple trips a week should keep the rust from building up enough to keep the circuits active. From your comment they were activated so that meant there was not enough rust to insulate the circuit. I suspect it was the slow moving train that let the circuit time out.
Thank you, Danny - I really enjoyed the "Q&A" and hope you might do more of these sessions. I have learned more from all of your videos than from 70 years of semi-passive train watching in the Big Bend /Panhandle / central Florida.
Thanks Danny, really appreciate your knowledge and understanding of railroading. While the tracks may be laid straight. The whys and whys of railroad operations are not so straightforward.
Another excellent ‘how things work’ video! Your videos are generally some of the best. The ‘how things work’ videos are unique and set you apart from many of the other RR videos. More would be great!
Thank you Danny, as always. Your videos are always just so fun to watch and you are always so very imformative. I especially liked the part when you were flying the drone and you could see yourself both operating the still video camera, and the drone, Very cool.
Great video. Danny! Those look like the work train cars that ran down to the Homestead Sub a day later. Very informative as well. I'm glad you got to see the Hillsborough Spur get action in daylight.
Thanks Tolga! Or should I call you Doctor Tolga now? Congratulations!
@@distantsignal ha! Thanks for the compliment! The degree still has a year or two to go
The best documentaries on RUclips 🙌🏻
We carry a "man-down" device on us at work (Corrections Officer) for the exact same reason. It will alert other officers if you get knocked down or pull a switch on the device for help. Once it's activated there will be an army of help coming quickly
The reason an engine runs long hood forward sometimes is to eliminate the need to turn and engine on a wye or a turn table, FRA mandates that any engine running backwards on the point of a train be fitted with. Ditch lights otherwise it must be turned. Sometimes in NS territory up here in greensboro NC you will see mainline frights with the lead engine backwards, it looks a little odd, but like you said the reason railroads do what they do is endless.
pretty accurate info, and yes, locals dont waste time flipping an engine. They take it as it's given to them, same thing with switching jobs in the yard.
At the yards I work, most of the time the crews are assigned to engines based on which way they're facing due to the direction they'll be going, and those engines are all staged accordingly at the ends of the shifts. Or, I should say usually lol.
Thank you. I came here (late) to hope you'd answer the first question. My question was more regarding why they call out the signal. But your answer covered that. Thank you.
There was a wreck years ago when the engineer didn’t comply with signal indication on a passenger train. The upshot was that the lone engineer on a train must call the signal to the conductor, who is not in the cab. It may have been a FRA Emergency Order.
I worked passenger service on BN. We didn’t have the rule to call out signals on the radio like Chicken $hit Xpress, but anything less than clear was called either on the radio or train intercom.
Glad to see you back! Thanks for all the awesome info Danny!
Thank you so much. I like to learn as much as I can, especially about all things concerning trains. Your videos are some of my favorites. Thanks for sharing.
Awesome video. Grateful for your explanations of how railroading works. I am fascinated by how complicated industrial systems work
Glad you enjoyed it!
Have emailed you a couple times, but after watching this video realized I have failed to mention that you are one helluva drone pilot. It is so nice and steady.
Wonderful job Danny! I’ve been watching your channel for years now and I love all things train. I think you have a top quality production and I really appreciate the videos you’re making. Some of the earlier documentaries were top quality!
Good. To hear from you again! I bought the scanner that you recommended (Uniden BC125AT) thanks to the built in soft ware makes programming very easy as I could not seem to do it from the key pad waiting to hear from you again.
Sometimes the way an engine faces is for a specific switching reason. L507 here in Milwaukee, Wi almost always has a north facing engine because it’s easier to switch Milwaukee yard that way.
as far as yard work goes, definitely safer if the engrs side is facing the lead so he can see the switchman
Danny, it's always great to see a new video from you and it's interesting to see the workings of a US railway in comparison to the UK network that I work on. Informative video as always, keep up the good work!
Another answer for the ditch lights question. Ditchlights flashing is more of an east coast thing, as some may have noticed.
Amtrak, CSX, Norfolk Southern are prime examples of this. But on the west coast, Union Pacific, BNSF, remain steady. A few locomotives on my local Class II shortline have flashing ditch lights because of their originization. some like the ACL and the Penn Central. Canadian National is the stand out for the east coast. Ditch lights here do not flash.
@Distant Signal... One minor point: The "Aspect" of a signal is how it appears to the observer. (i.e. Red over Lunar). The "Indication" is the action dictated by the signal. (i.e. proceed at restricted speed, etc.) The "Name" of the signal is required to be announced in the locomotive cab and announced on the radio. (i.e. Restricting)
So happy to see another video from you Mr. Danny!
Thanks so much. I grew up with ACL railroad supervisor relatives nearby but somehow never learned much by osmosis. I would have pursued rail as a career, in some capacity, but in the early 70s rail seemed in the past.
So glad to see a new video from you Danny!
Another great radio with explanations. Keep up the great work Danny!
Outstanding as usual. You make the best railfan videos of anyone doing this!
Thanks Chris! Much appreciated.
Danny, you are an encyclopedia of train info...oh, I'm sorry to date myself. Encyclopedias are old school. These days you are a ''trainpedia'' of knowledge. Thanks Danny. You set the bar for other railfan video-ogrphers.
I was lucky enough to watch & spark to a rail worker moving cars by remote in upstate NY.
one to explain would be the difference between single, dual, and triple signal heads. also, types of switches. manual, automatic, and spring loaded. different types of MoW vehicles would be a cool one to learn about, too.
If you will look back over my catalog here on RUclips you'll see quite a few videos that cover those very subjects. Let me know if you can't find them.
@@distantsignal How about "sounds of the engines". describe for people the clicking noises, the whir noises, and anything else?
From my conversation with Yard jobs and Local jobs, they will run long hood forward (LHF) going out to customer so when the work is done they will be able to more comfortable in then Cab going long hood back (LHB). Some also prefer to go to customers this way depending on the grade and steepness of the territory they're running on, because some locomotives sand better going LHB vs LHF there for they will have better traction on the steep grades.
Those reasons make sense. I do think it depends on the situation at each customer.
Great video danny. As a railroader I appreciate the work you do explaining railroad jargon to folks that are curious about things that they here or see and want to know what they mean. Keep up the good work my friend 🚂🚂🚂🚂🚂🚂🚂🚂
Thank you Mike!
This should be a regular show on TV. Excellent 👌
I’ve never learned about the railroad as much as I do from watching everyone of these videos! I hope you keep posting as many as you can lol
Thanks Brenton. Much appreciated.
In the summer time train rails expand to prevent rail buckling the weld crew cuts out a small section of rail and in the winter they add that length back if you find a track worker see if he can explain how they subtract rail and add rail
I love every new video that you put out, Danny Harmon. Keep them coming!😊👍👍👍👍👍👍👍
Thanks, will do!
You are such a good narrator, thank you for making this
Danny uploading makes a good day a gold day.
helpful video well photographed and narrated, good questions answered clearly. I'm enjoying your channel, Florida railroad fan and toy train enthusiast
Though you said that riveting metal plated, black on white 4" numbers on RR signage was probably done as a cost saving measure , I liked the easier to read result.
Always enjoy your videos sir. Thanks for your informative and enthusiastic approach to them. From one Railfan to another it’s very enjoyable.
Thank you very much, Blake.
Hey Danny, I worked for a Class 3 railroad in Massachusetts. Often there is no particular reason which way a locomotive is pointed, although we tried to keep the short hood forward for night time operations, in order to have better visibility on curves and crossings. If a train had both day and night moves, we would usually wye the engine to favor the night run.
Can’t always do this depending on the availability of a wye. We only had a few on the system.
Thanks Bill. Yes, this running long hood forward is a new thing on CSX. Until just recently they almost always ran engines cab forward, but CSX doesn't have a wye at it's Yeoman yard. The wye is about two miles away and I'm guessing they just want to spend the man hours turning engines.
Finally a new video, love your videos Danny, very informative
Interesting. In my day, road crews could not operate inside the yard limit board. At Hardy Street Yard Houston [SP], we could pick up/drop off our caboose and apply/disconnect the air hose. At Englewood Yard, we could couple the caboose onto the train and then couple the engines onto the train, but yardmen on the head end coupled the air hose and another coupled the air hose on the caboose to the train. The yardman on the caboose then entered and monitored the air gauge until it reached 90 pounds. Same goes for dropping our train at Englewood. Times have changed.
everytime i hear of englewood yard i always think of the colossal meltdown back when the UP took over the SP and crammed the englewood hump with way more cars than it could handle... i was a CNW/UP switchman back during this time and our yard in milwaukee was JAMMED full... nothing moved for days... it was like railroad apocalypse
As always, I'm never disappointed, in any of your videos, Being raised in south Florida, Pam Beach County, then spending 23 years in the Gainesville area, "Melrose" just east of Orange Heights,,. I'm always on the look out for familiar sights,, caught the south bound SCL many times from Waldo to WPB, or Lake Worth. Thank You Sir for Keeping the Memories Alive,, Always checking for the next video..... An Avid Watcher,, Leroy, looking in from Unicoi Tn. just North of The Erwin CSX Yard
Glad that I watched your video about how grade crossings work first! Really helped with comprehension of what was going on towards the end of that last segment
Amazing video. First time watcher, and now a subscriber! Please keep up the great work, so great seeing this content coming from a genuine fan.
It's a good day for all my fellow foamers when danny uploads
Amen lol
Ditch lights flash on Norfolk Southern trains as well.