Ray--
I'm answering this based on Rules 41 and 44, UCOR.
The first thing that the engineer would do is make a full service automatic
brake application.
Mark--your answer is pretty close.
1951 and 1962 UCO Rules 41 and 44 were used on branchlines and secondary
mainlines (though it applied on the Mattawamkeag Sub., and this was part of the
CPR mainline from Saint John to Vancouver), where section crews were smaller
than on the main lines, and train order operators were often further apart as
well.
Both used a yellow-over-red flag, 2000 yards out from the defective or working
point. A set of torpedoes was put down at least 200 yards from the
yellow-over-red flag, away from the working point. The torpedoes served as
audible notice to crews per Rule 15 UCOR--proceed at reduced speed for 2000
yards from the point where the torpedoes were exploded. The flag notified the
crew that the track was either good for only 10 MPH 2000 yards away (Rule 41),
or that the track was being worked on 2000 yards away, with a red flag between
the rails (Rule 44).
The crew had to replace the torpedoes that their train exploded at the
yellow-over-red flag. If they encountered a red flag 2000 yards from the
yellow-over-red, the train stopped there until the flag was removed. There
also was a set of torpedoes at the red flags on either side of the working
point. The section crews would replace these and the set the train exploded at
the yellow-over-red flag after the working point.
If the train encountered a green flag 2000 yards form the yellow-over-red, this
was a slow order of 10 MPH. The crew gets the fun job of replcing four sets of
torpedoes as they pass through the defective point.
No train orders were required if Rules 41 and 44 applied on a piece of main
track. This was specified in the ETT page for the subdivision, examples being
the Mattawamkeag, Orangeville and Owen Sound sub's. in the September, 1954,
ETT--"Rules 41 and 44 apply", or "Rules 41, 44 and 93a apply between
Mattawamkeag and Brownville Jct.". But this protection would only be in place
for a brief time, after which the dispatcher would be notified so that he could
put out a Form V slow order or a Form Y train order to cover men working on the
track.
No need for the engineer on that passenger train to panic, either. A passenger
train or a branchline freight could easily be stopped within 2000 yards using a
full service brake application. Speed for freight trains on the Mattawamkeag
Sub. between Mattawamkeag and Brownville Jct. was 45 MPH in the 1954 ETT.
Steve Lucas.
--- In cpsig@xxxxxxxxxxxxxxx, Mark Michener <michmark@...> wrote:
Here is a possible answer from my friend David Lightheart
Well now, a yellow over red flag will be accompanied by torpedoes not less
than 200 yards beyond the flag. These must be replaced by a crew member (Rule
41(b)). In the given situation there is no relief unless there are special
instructions in the Timetable or elsewhere (such as a Form Y train order)
that govern this situation. The SL&H Timetable #10 (effective June 9, 1996)
doesn't have any regular scheduled passenger trains (i.e., GO Trains, which
operate in CTC territory only) shown in the Timetable so I can't check that
angle out. In fact it doesn't have any footnotes related to replacing
torpedoes, so the UCOR must apply as is, unless there are special provisions
in the CS44 or GOB's. I would think this would make for a long walk for the
conductor on freight trains, so I suspect there are supplementary rules
covering this situation.
This situation qualifies as an "unusual track signal condition" as defined by
Rule 44. In this instance Rule 44(b) applies: "A train or engine which
encounters any of the signals prescribed by Rule 42....which is not in
possession of a Form Y train order requiring the placement of such signal,
must stop. A crew member must communicate with the RTC as quickly as possible
and be governed by instructions received."
So what does he do? Stop the train. Communicate with the RTC, who will likely
provide his train with protection. Communicate with the conductor and arrange
for rear end protection if necessary.
Under what circumstance would this situation exist...an emergent track
condition required it (broken rail, derailment, washout, something occupying
the track ahead that shouldn't be there....) Does it make any difference that
this is a passenger train? I don't know.
The engineman can change his underwear later, if necessary.
To: cpsig@xxxxxxxxxxxxxxx
From: r.l.kennedy@...
Date: Mon, 31 May 2010 01:51:09 +0000
Subject: [cpsig] UCOR rules scenario
This is intended for railfans. Railroaders familiar with UCOR might want to
wait 24 hours before replying.
Situation:
You are engineer on a regular passenger train operating under UCOR in non-CTC
territory.
All is normal until suddenly you spot a yellow over red flag. You reduce
speed preparing to stop at a red flag ahead.
What is the FIRST thing you do?
Secondary: You have no orders covering this unexpected situation. Why not?
[Non-text portions of this message have been removed]
