Ray--
I'd be making a full service application first, especially when running a
passenger train at 70 or greater MPH. Except for curves, passenger trains did
not have a speed limit on most of the CPR, including the Orangeville, Owen
Sound, and Mattawamkeag Subs. where Rules 41 and 44 applied.
Then whistle out the flag immediately after I've moved the automatic brake
valve handle to the "service" position.
I recalled something after posting my earlier reply. 1962 UCOR, whistle signal
per rule 14(M)(2), one very long whistle-------"When a train stops and trainman
is required, under Rules 41 (c) or 44 (d), to replace torpedoes exploded."
This whistle signal does not appear in the 1951 UCOR.
And a yellow-over-red flag was only to be used where Rules 41 and 44 applied.
Otherwise track was to be protected, without exception, by Rule 40 with flagmen
at 2000 yards from the defective or working point, with torpedoes on the rail
2200 yards from the defective or working point. Flagmen had to be equipped
with a red flag on a staff, a red light, a white light, a supply of matches, at
least eight torpedoes, and five red fusees (1951 UCO Rule 40(g) )
Steve Lucas.
--- In cpsig@xxxxxxxxxxxxxxx, "rlkennedy27" <r.l.kennedy@...> wrote:
As I said, this was intended for railfans since as Steve noted some are quite
sure they know all about the rules. But, knowing the rules by rote and not
having any practicle experience of working with them the real world is a far
different thing. I ran across one such person years ago who insisted
likewise. I then offerred this test question herewith. His answer was: Rule
42 Stop and do not proceed until you have permission from the foreman at the
location.
WRONG!
The correct answer is: Comply with rule 41c which you do by sounding signal
14(c) one long and three short (flagman protect rear of train) and by
stopping.
You do this because you have just exploded the torpedoes set down to stop
your train and they must be replaced to stop the next train following you.
In this situation the flagman (rear trainman) who is supposed to be stationed
in the rear vestibule of the last car to immediately respond would then throw
off a burning red fusee and then when the train actually gets stopped, drop
off and go back the required distance to flag.
Why no train order warning of this impassible track? Simple. Something
happened (or was discovered) after the train had departed the original
terminal and there was not sufficient time to get an order delivered by an
operator enroute. Which is why an engineer must remain alert at all times and
not let complacency compromise safety.
--- In cpsig@xxxxxxxxxxxxxxx, "rlkennedy27" <r.l.kennedy@> wrote:
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?
