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
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!
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.
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.
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.
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 !
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.
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
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.
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.
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!
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.
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.
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
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.
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!
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!
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!
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.
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!
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!
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.
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.
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.
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
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
Excellent commentary and footage- I recommended your channel to a woman who is doing a local travel channel. I told her if she wants to see the right combination of commentary, different video foot and types of video - then watching your channel should really “school” her!
Thanks again for an interesting video you are never dull. I haven't seen you put out any new material until this one. I was beginning worry about you. Glad to see you. Between you, Railrol82, and Millennium Force I get a really good dose of Florida I miss Florida.
Another great video Danny! I especially love these Q & A videos even though I've been a railfan for decades. What's true on the UP is quite different on the CSX so when I moved to North Florida (NoFlo?) your videos were a great help. Keep 'em coming and I hope to meet you out there again.
Thanks Doug. OMG!!! Are you out-of-staters coming up with nicknames for my state now? I had to correct a transplanted New Yorker recently who said he was making a trip to "Upstate Florida". There's no such place. It's North Florida, The Big Bend, or The Panhandle. Three distinct regions. Haha!
@@distantsignal As a retired GI, I've lived in New York, Texas, Colorado, North Dakota, Texas (again), Hawaii, Guam, New Mexico, North Dakota (again), New York (again), Colorado (again) and finally Florida. And that's just the USA. I need nicknames just to keep the list straight. Being a railfan, we have our own series of nick names. As a Lehigh Valley fanatic I remember Yellow Jackets and "Snow birds" which are distinctly different than the local variety. I recently heard a BSNF locomotive with an older "pumpkin" paint scheme called a "Navajo" and another a "Wedgie" and don't those grey CSX locomotives have a nick name also? Nicknames are very useful to me, ask my specialists, Dr. Awesome and Dr. Chicago
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.
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
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.
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.
Great shot with the drone Danny. Thanks for answering some of those questions too. Thought about you too as the wife and I spent a rainy Sunday at the Mt. Clare roundhouse. Take care.
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.
Your content is the best. I live out on Tucson several miles east of the Tucson rail yard. I ride about 20 miles of the UP track in my UTV at least once a week. See 5 to 10 trains in a morning adventure. Watched the tie crew change out ties along the line. The most interesting train I saw recently was a container train that had 6,956 axles. Another Train was a military that had 2 Bradly fighting vehicles on it.
@@distantsignal Hi First I wish I would have taken Pictures, but I don't do that kind of thing, it was a Long Long Train with half of it consisting of only XPO logistics containers. It had 3 engines in the lead 3 in the middle and 2 in the rear. I was a 3 miles up the track from the axle detector and more than the middle 3 engines had past when the detector indicated no defects how many axles and how fast it was going... I thought I heard 6,956 axles on the scanner but did not hear the speed either. It was climbing a slight grade going east and generally the east bound trains in that location are running between 25 mph and 35 mph because the switch yard is just west of where I typically run. I would guess it was more than 6 miles long , the longest I have ever seen. I for sure could have heard the wrong axle count but the size of the train and heard a very large axle count caught my attention and that is why I wanted to share it with you. I have been watching you channel for a while now and have learned a lot from you which has made my morning excursions to the tracks more enjoyable. If you ever get west to Tucson I would be happy to show you around. UP stores over 450 engines on a siding not far from where I live. There is 2 UP lines that merge and go into the rail yard near me. Also there is still Water tanks setup along a very busy route from Tucson to Phoenix.
Great video Danny, but now it has generated another question? You said in the man down test that if the person operating the controller and hence the engine or train were to say fall and when the controller reaches a certain angle that it broadcasts a message to alert others. But does it throw the emergency brakes or is this engine continuing on or is there a dead man switch built into the controller so that no movement is possible without it being activated all the time movement is necessary? I work in an FCA auto assembly plant and I know our robot controllers all contain dead man switches and I’m not sure but I think all of the large overhead cranes do as well. I being a pipe fitter do not use either of these items but I am wondering what would stop a runaway train. I figured that they almost have to have a dead man switch. Thanks again for one of your top notch videos, and I really like these informative videos that you have as you are so knowledgeable and a lot of fans are probably like me in that we love trains but don’t follow them with the intensity that you do. Love you man and let’s hope for a good 2021.
On the man down test (we call it the tilt test at my railroad), if the RCU box remains tilted out of limits for too long, usually 3 or 4 seconds, it will trigger the brakes. It's not an emergency application though, just a full service set.
helpful video well photographed and narrated, good questions answered clearly. I'm enjoying your channel, Florida railroad fan and toy train enthusiast
Recently discovered you, I found this question and answer format to be very helpful. When you get the chance please do more video's like this. Thank you foir your time and the video's. Very best wishes from the Midlands of England...
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.
Nice video. thanks. please consider more videos of local switching, explaining the logic of shoving and spotting cars, what the conductor's job is, etc. thanks.
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.
Great video Danny! Another part on the long hood forward question is sometimes when mainline trains have issues and have to take off an engine they might run long hood forward if they can’t get another leader. Another example that I saw recently is if a grain train for example has all elephant style power and needs to run around the train to work the facility it’s going to the power would be LHF when they run around and work the facility.
I like your channel Danny I bet just answering all the questions you get is is a full-time job. You provide a lot of information and stuff about railroading that I find fascinating keep up the good work sir.
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.
Thanks Danny,Your knowledge of railroading is abundant and it seems as you enjoy sharing that knowledge with others. I’ve been a sub for a year or so and always look forward to seeing your videos as soon as they come out! Have a great weekend.. from Washington state.
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.
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.
You know it’s a good day/night when Danny uploads!
Agreed!
Dang right
Roger dat!
Ten fer!!!
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.
I never cease to learn new aspects of US railroading from your videos, thanks and keep up the great RUclips clips
No one better to teach "railfan school" than Professor Danny !! Thanks teach, love your videos.
It's just like air traffic control, reading back the directions to ensure clarity and correctness.
This was a great and very informative video!
I’ve never clicked a RUclips notification faster lol
Same
Same
same
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
Things we Rail Fans take for granted that when explained give you that 'Oh Yeah' moment! Thanks for the lesson Danny, another great video.
Thanks Danny - a good example of protocol when the crossing hardware does not respond. Thanks for sharing!
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
Your love for railroading shows in the high quality of your content. Thank you so much.
Imagine RFD doing a podcast once a month with a group of railfans. That would be great!
YES!
I click the 'like' button before the video even starts.
Same here. LOL.
Incredible photography and education as usual, Danny! Much appreciated!
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!
Danny, really enjoyed this one. I think many of us amateurs would love more FAQ videos.
I always love how professional your videos are, they remind me of train documentaries Id watch when I was a kid.
Always enjoy the industries being served. And knowing what is in those cars. Thanks for another great video.
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.
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.
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.
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).
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.
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
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!
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 !
Just subscribed to your channel. Enjoying your informative videos this evening and looking forward to watching many more. Thanks!
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.
Hello again Danny, glad to see you are back on the high iron and doing well! Greetings from NE, Ohio!
Thank you for the tutorial. I will probably forget, or not process it all, so please keep the tutorials coming.
I didnt know I was a rail fan until I found your videos. How could anyone NOT love this stuff, wow.
I could listen to this man describe grass growing. At 52 I am just now getting into being a rail fan!
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
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.
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.
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!
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, 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.
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 have never dropped what I'm doing so fast in my life
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.
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!
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!
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!
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.
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!
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!
Whenever I see that Danny has posted a video, I immediately sit down and watch!
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.
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.
Awesome video. Grateful for your explanations of how railroading works. I am fascinated by how complicated industrial systems work
Glad you enjoyed it!
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.
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
Thank Danny. I'm always a little smarter after one of your videos.
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
Excellent commentary and footage- I recommended your channel to a woman who is doing a local travel channel. I told her if she wants to see the right combination of commentary, different video foot and types of video - then watching your channel should really “school” her!
Every day is a school day. Thanks for answering some of the many questions I have about the US railway operation.
Glad to see you back! Thanks for all the awesome info Danny!
One more time Danny a video with lots of good information. Thanks and keep up the good work!
Thanks again for an interesting video you are never dull. I haven't seen you put out any new material until this one. I was beginning worry about you. Glad to see you. Between you, Railrol82, and Millennium Force I get a really good dose of Florida I miss Florida.
So happy to see another video from you Mr. Danny!
Excellent Q&A! Very thorough answers and the footage accompanying them is well-selected and edited!
Much appreciated.
So glad to see a new video from you Danny!
hello danny i came across your channel because ive always loved trains.
Another great radio with explanations. Keep up the great work Danny!
Another great video Danny! I especially love these Q & A videos even though I've been a railfan for decades. What's true on the UP is quite different on the CSX so when I moved to North Florida (NoFlo?) your videos were a great help. Keep 'em coming and I hope to meet you out there again.
Thanks Doug. OMG!!! Are you out-of-staters coming up with nicknames for my state now? I had to correct a transplanted New Yorker recently who said he was making a trip to "Upstate Florida". There's no such place. It's North Florida, The Big Bend, or The Panhandle. Three distinct regions. Haha!
@@distantsignal As a retired GI, I've lived in New York, Texas, Colorado, North Dakota, Texas (again), Hawaii, Guam, New Mexico, North Dakota (again), New York (again), Colorado (again) and finally Florida. And that's just the USA. I need nicknames just to keep the list straight.
Being a railfan, we have our own series of nick names. As a Lehigh Valley fanatic I remember Yellow Jackets and "Snow birds" which are distinctly different than the local variety. I recently heard a BSNF locomotive with an older "pumpkin" paint scheme called a "Navajo" and another a "Wedgie" and don't those grey CSX locomotives have a nick name also?
Nicknames are very useful to me, ask my specialists, Dr. Awesome and Dr. Chicago
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.
The best documentaries on RUclips 🙌🏻
Outstanding as usual. You make the best railfan videos of anyone doing this!
Thanks Chris! Much appreciated.
This should be a regular show on TV. Excellent 👌
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.
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.
You are such a good narrator, thank you for making this
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.
Really like you sharing all this information. Lineside markers have always been a interest of mine as well. I hope to see more in future videos.
Great shot with the drone Danny.
Thanks for answering some of those questions too. Thought about you too as the wife and I spent a rainy Sunday at the Mt. Clare roundhouse. Take care.
Good to see you're still in action Danny! God Bless!!! I always look forward to your video's!
Taz...
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.
Your content is the best. I live out on Tucson several miles east of the Tucson rail yard. I ride about 20 miles of the UP track in my UTV at least once a week. See 5 to 10 trains in a morning adventure. Watched the tie crew change out ties along the line. The most interesting train I saw recently was a container train that had 6,956 axles. Another Train was a military that had 2 Bradly fighting vehicles on it.
Are you sure about the 6,956 axles? That would make the train around 79 miles long.
@@distantsignal Hi First I wish I would have taken Pictures, but I don't do that kind of thing, it was a Long Long Train with half of it consisting of only XPO logistics containers. It had 3 engines in the lead 3 in the middle and 2 in the rear. I was a 3 miles up the track from the axle detector and more than the middle 3 engines had past when the detector indicated no defects how many axles and how fast it was going... I thought I heard 6,956 axles on the scanner but did not hear the speed either. It was climbing a slight grade going east and generally the east bound trains in that location are running between 25 mph and 35 mph because the switch yard is just west of where I typically run. I would guess it was more than 6 miles long , the longest I have ever seen. I for sure could have heard the wrong axle count but the size of the train and heard a very large axle count caught my attention and that is why I wanted to share it with you. I have been watching you channel for a while now and have learned a lot from you which has made my morning excursions to the tracks more enjoyable. If you ever get west to Tucson I would be happy to show you around. UP stores over 450 engines on a siding not far from where I live. There is 2 UP lines that merge and go into the rail yard near me. Also there is still Water tanks setup along a very busy route from Tucson to Phoenix.
Maybe you meant 6956 feet?
Great video Danny, but now it has generated another question? You said in the man down test that if the person operating the controller and hence the engine or train were to say fall and when the controller reaches a certain angle that it broadcasts a message to alert others. But does it throw the emergency brakes or is this engine continuing on or is there a dead man switch built into the controller so that no movement is possible without it being activated all the time movement is necessary? I work in an FCA auto assembly plant and I know our robot controllers all contain dead man switches and I’m not sure but I think all of the large overhead cranes do as well. I being a pipe fitter do not use either of these items but I am wondering what would stop a runaway train. I figured that they almost have to have a dead man switch. Thanks again for one of your top notch videos, and I really like these informative videos that you have as you are so knowledgeable and a lot of fans are probably like me in that we love trains but don’t follow them with the intensity that you do. Love you man and let’s hope for a good 2021.
On the man down test (we call it the tilt test at my railroad), if the RCU box remains tilted out of limits for too long, usually 3 or 4 seconds, it will trigger the brakes. It's not an emergency application though, just a full service set.
helpful video well photographed and narrated, good questions answered clearly. I'm enjoying your channel, Florida railroad fan and toy train enthusiast
Recently discovered you, I found this question and answer format to be very helpful. When you get the chance please do more video's like this. Thank you foir your time and the video's. Very best wishes from the Midlands of England...
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 seen every Distant Signal video, I think, and every one has been extremely enjoyable and informative. Thank you, Danny.
Nice video. thanks. please consider more videos of local switching, explaining the logic of shoving and spotting cars, what the conductor's job is, etc. thanks.
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.
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.
Great video Danny! Another part on the long hood forward question is sometimes when mainline trains have issues and have to take off an engine they might run long hood forward if they can’t get another leader. Another example that I saw recently is if a grain train for example has all elephant style power and needs to run around the train to work the facility it’s going to the power would be LHF when they run around and work the facility.
I like your channel Danny I bet just answering all the questions you get is is a full-time job. You provide a lot of information and stuff about railroading that I find fascinating keep up the good work sir.
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.
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.
It's a good day for all my fellow foamers when danny uploads
Amen lol
I learned so much from this video. Thanks Danny!!
Thanks Danny,Your knowledge of railroading is abundant and it seems as you enjoy sharing that knowledge with others. I’ve been a sub for a year or so and always look forward to seeing your videos as soon as they come out! Have a great weekend.. from Washington state.
Many thanks!
I always learn something from your videos. Moved to Sun City Center 4 yes ago and know all the places you talk about in the Tampa area.
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.
As always, an interesting and informative video from the voice of railroading!
Cheers from Melbourne Australia 🇦🇺
Glad you enjoyed it
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.