02:59 - How do you deliver that line while keeping a straight face? Absolutely the truth, and very well put, too. Your professionalism, while always evident, really shines at this moment. As serious as you sounded delivering the line, I still burst into laughter as I comprehended both the message and your means of delivery. Bravo.
I have been trucking for over 40 years and millions of miles and Never found any railroad tracks that are used along with the so called curve of the land. What happened to the curve of this great DECEPTION when railroad drill through the mountains and build bridges over valleys to maintain flat and level from coast to coast across every continent? Thanks for the great information. Take your level and see if the tracks are flat and level where you are. Have fun.
Just subscribed to your channel! I live in Melbourne so I railfan the FEC. Although I do visit the CSX Auburndale Sub now and then. Your channel is entertaining and very informative! This is The Melbourne RailHam, out!
seeing old railroad signs and posts/signals fading away from the elements has always been so fascinating to me. it gives me a really intriguing feeling about the railroad!
Yes indeedy. I like driving through Georgia because the roads go under so many old railroad bridges that still have the original company names on them. It's great to see fallen flags from the fifties and sixties proudly standing, still representing those venerable railroads which will never die as long as the bridges still advertise them.
Danny Harmon, I just LOVE your voice! You could be any kind of announcer you wanted to be! Your voice is robust and clear and SO easy to listen to !!! That, plus you know your stuff about the RAIL industry! I, very much, appreciate you and your channel contents!
It's so good to hear a narrator who has a good media voice, can speak clearly, and is properly miked. Good inflection too. Sounds like a pro. The 'net video world is so overcrowded with narrators who speak too fast, can't enunciate, and sound illiterate. Great job here, though!
The railroad I’m employed by has four different whistle boards that we use. On our former Louisville & Nashville right of way, is the sign with the “W”. The most frequent are those we encounter on the former Central of Georgia Railway, which is two lines, a dot, and a line, of course seen at crossings. The next, most similar one, is on the west side of the only tunnel we use, on the former Southern Railway. Two lines, and two dots (Two longs & two shorts, which actually pre-dates the modern standard crossing signal). The last one is on the east side of the tunnel, and though on the former Southern, this sign traces its origins to the Nashville, Chattanooga & St. Louis Railway, and simply states “W&R”, or “Whistle & Ring”. From the era where each state mandated a different whistle signal for grade crossings. Plus we’ve got the ever popular Yard Boards, and though they are replicas, are styled to match the section of track they are controlling, either Southern or L&N.
The use of "X" and "W" signs varies greatly by railroad. In the west, the big railroads BNSF use them interchangeably, but UP uses "X" to mean a railroad-vehicle crossing, and W" for everything else.
I think it's important to note. Not all rail lines have the same sign rules or types. They can even vary from division on the same railroad, based on the division's traditions. For the railroad I worked for we (MofW) didn't use yellow boards for our Form B limits. A red board was placed middle of track 2 miles before our actual work zone, we also placed portable derails at the red boards. Train crew had to be in constant communication with me (track foreman) so I could have track safe and clear in time for them to not stop at red board.
No yellow/red board? That's interesting. We have yellow/red boards at two miles before the work zones. At one mile prior we have a board that has a huge B on it and then the red board at the beginning of the work limits.
Thanks Danny. I will be checking out more of your videos. Filmed and edited like a professional. I get goosebumps when I’m stopped at a crossing and hear the whistle to far away yet to see the train then it comes screeching by. Oh man I love that feeling.
I must say this was the first video of yours I watched. I had some RU-vid playing in the background because I love learning new things and this video was apparently next in line. I was in my 8 month son’s room changing his diaper (fun times) when this video started playing. I was maybe about two minutes in and was like, “man, this sounds interesting!” I promptly restarted the video when I got back to the living room. Your enthusiasm for railroading, tempered with your smooth delivery and radio announcer-like voice quality are an amazing combination. I have lots of subscriptions and am generally quite selective when adding new ones, watching several videos from any particular RU-vidr before deciding whether or not to hit that Subscribe button. I wasn’t even halfway through the video before I subscribed! Well done! I’m looking forward to watching your older content and seeing what else you come up with in the future. Thanks!
A whistle post with an "X" or an "MX" indicates "multiple crossings" or multiple crossings in a row and to be prepared to blow a grade crossing sequence multiple times in a row.
Thank you! That easily explains the one over here on the S-line in Belleview, on a stretch of track with four crossings within one mile. I had been wondering!
So a “W” and an “X” is not a no-whistle/horn crossing; if a crossing has a restriction like that where a train is not to use its horn (local sound ordinances, for example) what sign is used on the line to remind engineers NOT to sojnd the horn?
With regards to your comments on the old whistle post at 5:35, dash dash dot dash (_ _ . _) is also Morse Code for the letter "Q" which in the maritime world, means "I request free practique." In other words, it means that the train is technically requesting free practique or the right of way over the cars and trucks waiting at the grade crossing.
This is another reason why I’m glad I model the 1950’s. No graffiti on my cars. No such thing as “graffiti artists”, just low lifes marking their territory.
Well, he put it so eloquently to describe the individual(s) who are responsible for the markings. I once told a conductor that I was training it was animal markings, where they had marked their territory. He said, "Don't do that, it's an insult to animals to compare them with the (responsible individual.)"
Good that you highlighted that. I deal with these low class individuals a lot up here at my job in the Fresh Pond Yard for the New York & Atlantic Railway
You did a FANTASTIC job with explaining everything! Absolutely amazing! I work as an engineer for Canadian Pacific but in the Chicago area, we traverse some CSX trackage to deliver oil and ethanol trains to them and you explained everything beautifully! Wonderful video! Truly! Thanks for explaining for railfans! Nice job!
Thanks Danny! There were only two signs that I knew what they were. The "W" post and the speed limit signs. I used tto live near a "NS' leased track from High Point, NC to "EOT" in Asheboro. The most prominate sign was the "W", when the grade crossing was around a blind curve. Just watching videos here, I kind of guessed at the speed limit signs. Thanks again. You make them I will watch them.
Great lesson Danny! I agree about the paint bombers. Wish I could shove that spray can up his (ahem)... Then we could all enjoy it. Thanks for the wonderful class Danny! I just can't get enough. Cheers, Dan
Yano, as much as I love and am into trains, I never really gave enough though into what the various signage actually means! Your video is very informative, well-edited, and you have a very good commentary/narrating voice. Thank you for a great and very useful video!
Good vid. Informative. where I was on the Chicago and NorthWestern/ U.P., we used YARD LIMIT sign in the same manner as your S/L sign. Also, those yellow /red boards have gotten MANY folks canned. This is why when crews go on duty, they check, check and recheck their train orders. I would HIGHLIGHT any "FORM Bs" in yellow marker. Blowing through a foremans working limits without authority will get you canned. It's also why railroaders have "can insurance". Working on the mainline is navigating MANY BOOBY TRAPS. I worked with old head switchmen that had 30 + years that had NEVER left the yard. Wizards with a switchlist but could NOT copy a track warrant to save their lives.
Danny, thanks for the video. I enjoy riding the train when I can. Last year I took the Amtrak from Tampa to West Palm. By train it was faster getting there, plus along the track there are some interesting things to see. I don't see too many trains over here in Pinellas but I do hear a train horn from time to time. Must be the approach to Brian Dairy Rd crossing. Thanks for the tip on the signs and will look for them on my next train ride.
Another great informative video Mr. Harmon. Always look forward to them, and your commentary as usual is superb. Loved the video of the lift bridge in Decatur, Al. Used to be twin tracks till you got past the depot, guess for maintenance they changed it to 1. Thanks again, I'm out.
You produce some very informative videos. Keep up the good work and thanks for all your postings. I worked for west coast railroads and it's nice to learn about things on eastern railroads.
A informative,classy,and interesting video. I'am glad to subscribe.This is my first seeing this channel,and I have to say not my last. Thank you for sharing.Railroaders ROCK!
Rule 14L for whistle use: travelling 44mph or above, start blowing the horn at the whistle post. Travelling 44mph or below, 20 seconds of whistle/horn warning is required before occupying the crossing, with the last blast of the horn occurring while going over the crossing.
Ok you read that out of the book.i am an engineer for 15 years and blow out of instinct.Now this PTC blows the first blow for me and I take over for the rest no early or late blows.
@w4csc You are SO right! Whistles are obsolete and too quiet to get people's attention. Nathan Manufacturing has this wonderful invention called the Airchime that works MUCH better. It's perfect for the modern railroad.
Going 300kmh, whistles would not be effective. I don't know about Europe or Asia, but in North America, level crossings would not be allowed on a line with speeds that fast.
Very interesting thanks for sharing your RR knowledge I learned from it. Fun fact here in California the UP mp's are different it's a piece of pipe with a gable top indicating the milage. You were clear in how you explained it so those who have not seen or heard rr terminology can learn from it. I thought I knew a lot about the RR clearly I didn't but do. So thanks again sir you are very knowledgeable about the RR. I'm glad they're still here and not an obsolete mode of transportation.
I'm from the Alleghenies of upstate NY. Our terrain here is so bumpy and twisty/there are so many small hamlets around every hill, that a lot of the trains are restricted to low speed pretty much all throughout the southern tier and beyond. Also sadly the rails do rust away faster close to crossings because of road salt. Same reason our older cars are always so battered looking. haha One day years ago I found an entire several mile long stretch of abandoned rail! That was a fun walk.
"be sure if you liked this video to hit the like button" You know dang well we all liked the video, it's one of the few channels I use the notification bell thing. I just save time and hit the like button before the video starts.
Great vid! I frequently pass the 1 mile marker (at a RR crossing) on the CSX main in Richmond, VA---it's just south of the James River Bridge. I didn't realize it went up to 803!! :)
Two things to add: a "W" or the --.- is still called a "whistlepost" in modern railroad language and to add to that, any whistlepost with an "X" means more than one crossing follows the whistlepost. This way they don't need 47 whistleposts whilst tootling through town. The other sign I had hoped to see in your video is the one warning crews, railfans, trespassers and anyone else who can read that the area is under Remote Control Operation. In RCO zones, locomotives are unmanned and can start and stop without warning. When a locomotive is operated by an engineer they are supposed to sound their bell and depending on the location, they are also supposed to sound the whistle as well. But with remote controls, the warning is not required so its generally not practiced.
@@distantsignal with the wealth of information you've provided to folks, this little tidbit is not going to be missed. And maybe you could do a video of those RCO zones. I think the sugar mill still uses an RCO down in Okeechobee?
Very nice informative video Danny. Fun fact to add to the APP signals. Not all can only display an approach indication. Some APP (examples found in Mulberry and on the Park Spur) they can display indications such as clear, or an approach medium). Trains lined through the diamond at Mulberry on either side, the APP on the side its lined will display a green Clear signal, then knock back down to approach when a train passes. Park spur if lined out onto the A Line will display an Approach Medium on its APP, to a medium speed indication on the Park Spur absolute As far as the mileposts go, im sure ive seen a few near Oxford on the S Line. MP A761 on the A Line in Debary has one with the roof as well. Ill have to go search for them and take a photograph.
great video I live in Scranton,pa and we have lots of active track out here and I always wondered how the signs worked also great job on calling out the vandals that was epic funny!!
You're just like me Danny... Fascinated by this stuff. I like tracks and signals more than trains, spent most of my career as a signalman, then a conductor. Keep up the great videos. Might run into you one day, out on the tracks, I'm retired now but still go watching sometimes. I live in Haines city....
It's not that bad.signals.jovet.net/rules/index.html The complete rulebook you have to memorize is a bit more intimidating... but pilots (etc) have their own book of regulations they must know as well.
I'm not sure how it works in the U.S., but here in Canada, our railroads also put the mile on the signal masts. So, if it says '1723', it's 17.23 miles from the closest division point, or, crew change point. We also have the mile marker on decals on the back of the R.R. crossing signs at crossings. Very nice video.
In Canada, every signal has a number plate on it to identify it uniquely. But, in the United States, number plates are only found on permissive signals. The presence of the number plate itself makes the signal permissive, meaning the rules are a bit more relaxed, and that a train can pass a "red" permissive signal at Restricted Speed (maybe after stopping first, depending on the rules or other signs) to keep moving. In Canada, a signal is permissive unless (1) it has an "A" sign on it, or (2) it displays more than one signal head and the signal heads are aligned vertically. A Canadian permissive signal with more than one signal head will have the heads to the opposite sides of the signal mast. This practice used to be quite common in the U.S. as well and could be seen on older signals, but is not standard any longer. Most number plates in the U.S. show the signal's milepost number times ten. For example, if "3579" were displayed on the number plate, the signal is at approximately mile 357.9. When multiple tracks are present with multiple signals, sometimes the tenths digit is tweaked to ensure they have unique numbers. Other railroads will use track numbers to uniquely identify them (e.g. "3579-1" and "3579-2"). It's also common for odd numbers (tenths digits) to be for one direction on the line, and even numbers for the opposite direction. These variations are why the mile number shown is just approximate. I am not really certain about Canadian number plate numbering schemes.
After watching a few videos on the signalling system and definition on colour combinations in Canada, I learned that the vertical alignment of multiple signal heads also show that that line is C.T.C. controlled and offset alignment indicates R.T.C. controlled blocks/lines.
*Real Canadian Railfan* That isn't always a sound assumption to go on. There can be absolute and permissive signals in almost every type of traffic control system. The sight of the signals alone doesn't tell you anything about that. You have to have some context. You have to examine where particular signals are placed, how trains around them operate and tracks there are used, and which aspects the signals show. But the ultimate guide is having the timetable for the line in-hand, which explicitly states what is going on where. Even OCS lines can have absolute signals, such as where they cross a foreign railroad or such... but such signals can never grant movement authority like a CTC signal does.
I've seen 4-digit plates on signals on both CN and CP lines but the interpretation would have the unlisted decimal point shift one space to the right, so "1723" would be interpreted as 172.3 milepoint. In a double track operation, the number would be suffixed with a letter such as "N" or "S". On an East-West running line, seeing a signal marked 1723N would mean you would be looking at a signal at the 172.3 mm on the North track, and most likely there would also be a signal near it with a plate reading 1723S, for the corresponding signal on the South track. Where we have more than 2 tracks running parallel, they number them 1,2,3, etc. Track 1 is always the Northern-most track on an E-W line.
Great video Danny. I don't get out to the tracks very often and it let's me know the kind of signage and the different methods that they displayed in. I can use these ideas on my model RR thanks.
Good job on this one: Variety, grate lighting and sound, segments follow an orderly pattern. Just enough information to spark interest w/o bogging down.
Thank you for your video, what a nice insight to American railroad signs. I work on the trains here in Australia and I've often wondered what alot of your signs mean.
This was but a small glimpse into one railroad. I try to maintain a small but growing website with references to different North American railroad rules. Many of my guides include sign references. You might find it interesting. signals.jovet.net/rules/index.html (Refer to the CSXT sheet for the signs shown in this video, for example.)
As a Track Foreman on the LIRR I removed a 85# rail rolled in 1896 in the VD yard still in use every day . I cut a 2 foot section with the markings still in my garage !
There are other railroad signals but they're not usused too much anymore. But the MOST IMPORTANT WHISTLE SIGNAL you might hear is a rapid sucession of short horn blasts. THAT is the whsitle signal for EMERGENCY EXITS. ALL TRAINS STOP. Whistle signals were a way to communicate with the ground crew(brakemen and conductor)such as on 'Road Switchers' or 'Yard Switching'. You can look them up 'On Line' Railroad Hand Signs, Railroad Whistle Signals. Hand signals could be given by hand at day and with a lantern at night. Before hand held two way radios we relied entirely on 'Hand Signals' passed from one ground crew member(Conductor) to the other ground crew member('Rear Brakeman'), to the other ground crew member('Head Brakeman')to the engineer. Examples were 'Ahead' 'Back Up' Stop' 'Kick' 'Easy(slow)' or 'Car Length' hand siganls telling the engineer how far you want him to go and continually updating him everytime you went half that stated distance'. The rule was that if the engineer didn't get an 'Updated' car length hand signal he was to stop so as to prevent an accident. But we had plenty of accidents anyway account 'Missed' hand signs and crew member not paying attention.
Excellent, Danny. Yes, I believe that the Seaboard Air Line's zero milepost was right at that railroad's long gone Hermitage Yard, here in downtown Richmond. (close to the spot where that RR butted up to the connecting R.F & P. RR. to the north. ) BTW, as a bred & born Georgia boy, I got a real kick out of your late father's definition of a "pee-can" on one of your other fine videos. As a boy I helped pick up loads of those tasty nuts on my aunt's old place below Atlanta.....and no, we never gathered any "pee-cans", LOL.
You can look up the rules yourself. Transport Canada publishes the Canadian Rail Operating Rules on their website. www.tc.gc.ca/media/documents/railsafety/CROR_English_May_18_2018_Web_Services.pdf Try starting on page 90 or so.
Danny, another excellent RU-vid video of railroads and also alot of good useful information regarding the system here in Central Florida. As always, nice job and thanks for sharing! Please add more! Keith Johns Davenport, Florida
Dude these videos are extremely well shot and informative. I absolutely love these types of videos, I look forward with glee to your next video! Love from Miami! :D
Awesome video as always. I wonder if you could make a video sometime explaining some various terminology you use. Like when you say “Holdout”, I don’t have the slightest idea what that means. Or like, what’s the difference between a switch and turnout? There’s so much terminology in railroading and it’s hard to look up such information. Plus, you know, it would so much more interesting coming from you.
A "holdout" or holdout-point or holdout-signal or "hold signal" is a location where trains are regulated before entering a "congested area." It allows the dispatcher to throttle the trains entering into a congested area where they might otherwise be in the way of other railroads or switching operations or roadway motorists. The term "holdout signal" usually refers to the fact that it's a controlled signal at a location where there are no conflicting train paths. 2:13 Notice there are no switches or diamonds here. This signal likely used to be a permissive intermediate signal at some point in the past. But now it does not have a number plate, and so is an absolute signal which cannot be passed when red without dispatcher permission. This signal is always _Stop_ (all Red) unless the dispatcher wills it otherwise. Making trains wait here "holds them out of the mix" as they await to proceed. A switch and a turnout are names for the same thing. "Switch" is a bit less technical, "turnout" is the more-formal railroad term. "Switch" can also refer the physical device which moves the rails, such as the (hand-throw) switchstand or (electric or pneumatic) switch machine. "Turnout" always refers to the entire track assembly. A few years back I wrote a signaling book for a train simulation game which includes a pretty hefty glossary. Most of the terms are signaling or traffic-control related. If you want to read it, it starts on page 53 here: msts.jovet.net/files/Signal%20Configuration%20Guide%20for%20MSTS.pdf I've a list of corrections and additions I could make but we'll see if I ever get around to it. I've even considered making it into its own webpage... maybe some day I'll get around to that! Mr. Harmon could read the phone book and still make a fantastic video-I agree!
I agree with all comments that admire your speaking voice, pacing, and research. Excellent. I like the narration on track age, type, and condition. Please show some closeups of the forgings that identify date and manufacturer of rails, if you can do it without any violation of right-of-way restrictions - maybe explain the types of track (jointed, welded, etc).
