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Times on the High Iron -
This Time We Study Restricted Speed
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March 26, 2003
Periodically, the FRA will board a locomotive and talk with the crew
on board. On occasion they will ask the crew for the definition of restricted
speed. I have read in various railroad publications and also been told
by Federal Inspectors that this is the single most incorrectly answered
question they ask train and engine crews.
Rule 518 of the Canadian National US Operating Rules Second Edition defines restricted speed as follows:
"When a train or engine is required to move at restricted speed, it must proceed prepared to stop within one-half the range of vision short of train, engine, railroad car, roadway workers or equipment fouling the track, stop signal or derail or switch not properly lined. The crew must keep a lookout for broken rail and not exceed 20 MPH.
Comply with these requirements until the leading wheels reach a point where movement at restricted speed is no longer required or have reached the end of signaled territory."
The definition may vary slightly among railroad rulebooks, but all of the same the main components are there dealing with what you are required to be able to short of. One variation that comes to mind right away is in the NORAC (Northeast Operating Rules Advisory Committee) book. Their speed not to exceed is 15 MPH instead of 20 MPH.
Many times when asked for the definition of restricted speed, some veteran railroads will simply answer "20 MPH" or "15 MPH." This is most assuredly the wrong answer. Such an answer may possibly construe a less than full understanding or comprehension of restricted speed. Such an understanding could also lead to problems and perhaps some sort of episode.
When operating at restricted speed, the onus falls upon the crew involved, particularly the Engineer running the train under this circumstance. If something goes wrong, it is very likely going to be the result of exceeding restricted speed. If you are "running on the red" as it is often referred, you must keep a sharp and vigilant lookout for various railroad related obstructions. As we delve into and dissect the definition of restricted speed, I’ll give you details and explanation as to how this all works so as to help you understand exactly what this all means.
"Must proceed prepared to stop within one-half the range of vision." This statement is pretty clear and straight forward. If I can see for one-hundred car lengths, I must be able to stop within half that distance or about fifty car lengths. If I can see for a couple of miles, then I need to be able to stop within about a mile. On the other side of this coin, if I can only see clear for ten car lengths, I need to be able to stop within five car lengths. Taking into account hills and grades, curves or any other obstructions, my range of vision can change rapidly I need to consider such rapidly changing conditions as I proceed. I must also be mindful of what I am pulling around; the length and tonnage of the train as well as load and empty placement are also key factors. I must take into account good train handling techniques and practices. If I have to stop quickly, severe changes in slack can be detrimental and lead to derailments.
"Short of train, engine, railroad car, roadway workers or equipment fouling the track, stop signal or derail or switch not properly lined." This portion of the rule tells me exactly what I must be looking for and is very clear and distinct in its meaning. These are all railroad obstructions and I am watching for them. Contrary to what some lawyers have tried to state, restricted speed does not require that I stop short of some idiot who desires to drive around lowered crossing gates or ignores any warning devices installed at road crossings.
When I am required to operate at restricted speed there is normally a reason. Some main tracks are non-signaled or non-signaled when operating against the defined current of traffic and under some circumstance, both pass within yard limits. Some track that is signal protected also passes through yard limits. Under yard limit rules other trains or engines may very well be using this track and do not need any other permission other than what this rule allows. All trains or engines operating through this type of territory must take into consideration the fact they are not alone out here. All trains have to be aware of the potential for other movements within such territory.
In the yard itself on other than main track, any and all tracks may very well have activity on them and restricted speed is in effect for them but often modified to not exceed 10 MPH as opposed to the 15 or 20 MPH as the rule state. They may also delete the "looking out for broken rail" wording. On some railroads they modify the name of this rule calling it "yard speed."
Many railroads apply restricted speed on running or industrial tracks as opposed to a defined speed. Again, this places the onus on the crew involved in operating on such track. Trains may or may not be required to obtain permission to be on this track. In any event, again you may not be alone on this track and must proceed accordingly.
On main track under which block signal system rules are in effect, restricted speed will apply whenever permission is given to pass a stop signal, or when a signal indicating restricting, restricted proceed or stop and proceed is encountered. Under most circumstances, you will receive a signal in advance of the restricting type of signal. More often than not it will be an approach or possibly an approach restricting type of signal. Under normal operating circumstances you normally just don’t happen upon a restricting type of signal, there is advance warning as indicated by the signal preceding the restricting type of signal.
Oftentimes if there is a train ahead of you when being given permission to pass a stop signal, the Dispatcher or Operator might state, "Looking out for train ahead." You might be closing up on a train you are following or perhaps are going back against your own train. It could also be you are going out onto a portion of track where another train has set out an engine or cars and you are bringing them into the yard or onto another main track. But nonetheless, you are looking out for this obstruction.
There is a distinct possibility that a car or cars might have broken free and rolled out onto the main track. Or somebody has vandalized a train and uncoupled some cars from a train that was previously stopped in this area. Both of these situations have happened over the years. You don’t know what the reason is for the signal displaying a stop or restricting type of signal. Again the sharp lookout must be maintained.
In yard limits, it is very possible that a main line switch may be lined against the route in which you are authorized to use. Outside of yard limit territory, a train may have been given instructions to leave a particular switch lined and locked as they last used it. In track warrant control (TWC) territory, a specific line on the track warrant form will instruct you to observe for an improperly lined switch. On the CNIC track warrant form this item is line 20 and it reads "Be prepared to stop at following switch(es) until known to be in normal position:"
This instruction is vital in non-signaled TWC territory as there are no signals to protect the switch, only this instruction. You have no signals to govern your movements, only the track warrant and timetable speed limits. In signaled TWC territory while there are signals in place to protect any switches, the instruction on line 20 is still important.
There are also cases of vandalism. Somebody may have broken or cut off a lock at a switch and then lined or partially lined it contrary to the intended route. There are also cases where a railroad employee may have forgotten to restore a switch back to normal. It happens. In any of these cases, you are required to be able to stop short of the improperly lined switch.
The derail is mentioned as one of the items in the crew should be on the lookout for. A derail is a steel or iron device that is placed onto the rail and does exactly what it says, derails a move. These devices are used in many railroad applications. They protect main tracks from cars that might roll out of a siding, industry or yard track. The car hits the derail rolling over it and derailing instead of rolling out onto the track where it does not belong. Derails are used on tracks belonging to industries, certain railroad owned tracks where the potential or likelihood of a rollout exists and also at car and locomotive servicing facilities.
There are also portable derail used in various applications. This type of derail is not permanently mounted to the railroad structure and can be easily moved to various locations. These are often used by mechanical forces that must go out into the field to repair cars that have failed en route and were set out by a train. Maintenance of Way forces also use them to protect their roadway workers on certain segments where protection under yard limits is used as opposed to a planned work bulletin protecting their limits in writing. MofW forces may also use them to protect their equipment that is being stored and secured in a side track somewhere so that nobody shoves cars on top of or into their equipment.
Should you run over a derail on the track on which you are operating at restricted speed, you have exceeded restricted speed. You obviously failed to stop short of this derail and quite possible have now derailed your engine and/or cars you are handling.
"Splain this to me Lucy!"
"Stop signal" is a crucial part of the restricted speed rule. When operating at restricted speed for any reason, you have to be on the lookout for stop signals. They may be conveyed from a fixed signal such as a block or interlocking signal or a stop sign of fixed location. Stop signals can include a red flag placed along the right of way (which in some cases is used in conjunction with roadway workers being protected by a derail as well). Still other stop signals include a railroad employee giving a stop signal to your approaching train with a red flag or red burning fusee or even an unattended burning red fusee placed along side the track.
While we no longer use them on the CNIC, flagging rules are still in effect on some railroads. Known for years on many railroads as Rule 99, flagging rules have been used to protect stopped or disabled trains in non-signaled territories as well as for other purposes when a portion of track needs to be protected from any approaching trains.
Torpedoes are used as part of the flagging process. These are what resemble giant oversized caps and are loaded with gunpowder. They are fastened to the rail using clips. When run over by a locomotive they explode making a very loud bang. This bang is to call to the attention of the crew on the train they must immediately reduce to restricted speed and be on the lookout for a flagman who will give a stop signal. You must be able to stop before passing the flagman.
"Looking out for broken rail." Broken rails in block signal territory will normally drop the signals to a stop or restricting type of aspect. While being prepared to stop short of all the other stuff, it is virtually impossible to stop short of a broken rail. Unless it is pulled way apart, you normally don’t spot a broken rail until you get right upon it. You should be going 20 MPH or less and have your train under control so that when you find and hit the broken rail, you can stop quickly and safely without a severe or drastic change in slack. In many cases you should also be able to get stopped without derailing over the break.
On two separate occasions his past January while operating at restricted speed owing to signal indication, I found broken rails. On one I was working train 281 and heading south on the Gilman line. We were about five miles north of Gibson City when I discovered it. While I did hit and pass over the break, I was able to get the train stopped after getting the engines and the head eight cars by it. There was no change in slack which is exactly what you want so as to avoid or minimize any in train forces that may cause any run in of the slack which can in turn cause some lateral motion of the cars in the train. You don’t want to create any type of force that would cause the broken rail to move out laterally and allow cars to then drop off the rail.
The other was on the Chicago Sub in Richton Park and I found it while coming north running engine lite on train 339. On both occasions it was a bitterly cold night, the kind of weather that brings forth many rail breaks. During extremely cold weather conditions, I keep an even sharper eye pealed for breaks. You learn what to look for when observing for breaks.
In the case of the first break the rail had a clean break that had pulled a good two inches apart. The rail had separated in line and did not move side to side at all. Even though it was separated, the rail ends still lined up together. While you could feel it, it seemed more like a rough joint of two rails than a break. With the second break it was broken at a field weld and separated a bit further, about four inches. Again we got over it safely but hit was a rough ride and you could really feel it.
"Comply with these requirements until the leading wheels reach a point where movement at restricted speed is no longer required or have reached the end of signaled territory."
Under the General Code of Operating Rules and the CN US Operating Rules, once the leading wheels pass the next signal displaying a more favorable indication or the end of signaled territory, normal speed may be resumed. Up until the year 2000, the NORAC book required the entire train must pass the next signal displaying a more favorable signal or the end of signaled territory. With the release of the year 2000 issue of the NORAC book, this rule was changed to conform with what most other railroads are doing. Personally, I disagree with the leading wheels philosophy, I lean towards what NORAC used to preach, but I guess rules people and their bosses want less delays.
Now we’ll study the potential of what can and did go horribly wrong when restricted speed wasn’t closely adhered too.
A crew I know from one railroad was trying to get in and get tied up before a major holiday. All they had left to do was take their train about another seven or eight miles to its final destination, tie it down, get in a cab and head to their home terminal to tie up. They would then have the holiday off.
The snow was flying and visibility was greatly diminished. They received a restricted proceed on a block signal. In weather like this, the last type of signal you want is one that requires operating at restricted proceed. With greatly reduced visibility, you must operate slower as your range of vision is significantly reduced.
Well this crew was assuming (and you know what happens when one assumes) that being the night before a major holiday there was nobody ahead of them. They chugged along carrying this attitude with them. This false sense of security also had them exceeding restricted speed. The flashing light of the end of train device ahead of them suddenly appeared out of what seemed to be nowhere. The Engineer put his train into emergency. The Conductor jumped and the Engineer hit the deck and rode it out.
When everything came to a stop, the rear couple of cars on the stopped empty coal train they rammed were piggybacked on top of several other cars. Somewhere towards the middle of the stopped train several cars that were pushed forward upon impact were pyramided upwards. And the Engineer was injured.
Oh yes, they were in big time trouble. There is no taking your way out of this.
"Go directly to jail, do not pass go, do not collect $200."
One issue I have always taken exception to is that part of the yard limits rule that does not require a highly visible marker on the tail end of the train. While this is totally legal, it is really nothing more than a corner cutting philosophy. Under yard limit rules, unless operating under a signal more favorable than approach, you must proceed at restricted speed. Rules examiners everywhere seem to think this is the coverall for any and every thing that can go wrong. However, many rules examiners have never (except during strikes) worked as a transportation department employee.
Of all the rules examiners I have ever met, most of them came out of the clerical or tower operator ranks. A few came onto the railroad right out of college and into management training programs. None of the clerks, tower operators or management trainees was (other than strike training) an Engineer or Conductor. They have not had to endure the conditions they force and require us to work under. And if you recall my piece about strikes you’ll remember what they tend to do wrong when they attempt to perform transportation employee duties.
So here is the scenario from one evening in my career; it is dark out, a little foggy and rainy and we are operating under the requirements of yard limits. We are also following a train that has no highly visible marker on the tail end as all of its movement will be made entirely within yard limits. So here I am with a 100 something car empty coal train operating at restricted speed under very poor visibility trying not to run into this guy. The crew on the train in front of us was not cooperating and clueing us in over the radio if they were slowing or stopping. Being that my visibility was so greatly restricted and they were opting for radio silence, I simply putted along at about 3 or 4 MPH. I was being as safe as one could be short of stopping the train completely.
As the late, great Dick Stair always used to say, "A stopped train is a safe train."
The Operator at one of the towers we passed was not pleased with what he considered my "lackluster" performance and so noted his displeasure on the radio to me. I quickly attempted to explain our dilemma to him but he didn’t seem to care. I’m guessing he didn’t know any better either. I would bet today he is probably a rules examiner someplace.
One evening while running in pea soup fog, we were playing the puddle jumping game of hopping from siding to siding. This would have us moving from one siding to the next and constantly getting in the clear at each of them for other trains. We were sitting in Gar Creek Siding just south of Kankakee for a meet. The Dispatcher came on the radio telling us we would head north behind this southbound we were about to meet and move on up to the siding at Kankakee to meet Amtrak 59. Being that it was this foggy, this was a courtesy on the Dispatcher’s part to let me know I could work my way down to the signal and that if it was favorable, could proceed. I could not see the signal at the north end of Gar Creek as we had stopped some forty or so cars south of it so as not to block a road crossing.
I crept on down to the signal and found it displaying an approach indication. This meant I would have to proceed prepared to stop before passing the next signal unless I could plainly see that it displayed a proceed indication. The next signal is KX where the Kankakee siding begins and also where the Conrail (in those days) Kankakee Secondary crossed and connected to us. If this signal was not displaying a proceed indication of any kind I would have to stop. So now I am looking for this signal in the fog.
Our signal system here is lacking in the regard that if we are going from the siding at Gar Creek into the siding at Kankakee or vice versa, the best signal you can receive is an approach. So here we are running in the fog looking for a signal. The fog let up a bit in town in Kankakee and I could see the signal about twenty or so cars in advance. It displayed a restricting (red over flashing red) aspect. I immediately rang up the Dispatcher and asked if there was somebody in the siding ahead of us. I was told "No, it should be clear, but I’ve had a track circuit on there all evening."
This was just wonderful news. The fog was quickly getting heavy and thick again and I could only see about ten to twenty feet ahead of the engine. So now I have to proceed prepared to stop in half this range of vision short of all that bad stuff and keep a lookout for broken rail. While I know there is no train in front of me, I do not know there is not a wrong switch or perhaps that possibly a car has rolled out of the yard here or the industrial siding a little further up. I also have virtually no chance of spotting a broken rail under such poor visibility. So I crawled along at about 1 MPH. If I was loading a coal train, this might have been a pretty good speed, but I wasn’t. I had a big long and heavy freight train with over 130 cars and Amtrak 59 was quickly approaching us. Well guess what? He was gonna get delayed.
I crept along trying to spot anything that could be bad. 59 rolled by us, down to the stop signal at KX and then waited and watched while I dragged this train big train into the siding. And waited, and waited, and waited.
Now had there been a car that partially rolled out and I smacked it, an improperly lined switch that perhaps either had me lined into another track or it was a trailing point switch that I ran through and damaged, I would have been in trouble. Never mind the fog, if something really went wrong there would be the possibility of going to an investigation and getting disciplined. See what I mean about the onus being on the crew, particularly the Engineer?
While I’m sure I was probably blamed for the big delay to Amtrak (although I was never once questioned about this episode) the real delay falls on the Dispatcher. They were aware of the heavy fog conditions as they had been told about it. However, they did not take this, or the potential for my having to operate at restricted speed owing to the track circuit indication on their screen into consideration. It would have been far better to hold us at Gar Creek instead of trying to move us up a few miles.
Back in my days at the IHB, I was called to pilot a Norfolk Southern train. The NS Engineer and I got to talking about restricted speed and testing. He told me of coming into Chicago early one morning on an intermodal train. He said it was a little on the foggy side, but not really thick and heavy. As luck would have it, he encountered a restricting signal. Being that NS is known for their methods of testing and the subsequent discipline should you fail, he told of really slowing the train down while operating at restricted speed. While no fusees or banners across the rails appeared in front of him, he told of a call on the radio to him questioning his operating so slowly.
He explained to the Trainmaster that questioned him on the radio about being required to comply with the requirements of restricted speed. And being there was a little bit of fog and his visibility was reduced, he needed to operate accordingly. He also commented that he needed to be alert for fusees, banners or even the tail end of another train. There was no response from this Trainmaster.
Periodically we are given a restricted speed test. While we never know when or where it will occur, it does at some point. Railroad officials, the FRA or both of them working together may perform the test. Failing a restricted speed test it bad for two reasons; first it means we are not properly performing our duties as Locomotive Engineers. Second it could lead to a decertification and the loss of our license for thirty days.
Having worked at several railroads, I have been exposed to several different types of restricted speed tests. Some railroads go to greater lengths than others in their testing procedures. It almost seems as if some of the types of tests conducted are almost sinister. A typical test would set up a condition to require the train to be operated at restricted speed. This could be having the Train Dispatcher give you verbal permission to pass a stop signal or possibly an official dropping a shunt on the rail to cause a block signal to display a stop and proceed or restricted proceed indication. Or you may be running on a segment of track that normally requires operation at restricted speed.
Down the road a ways a red flag or burning red fusee will be placed along side of or within the gauge of the rail, or banner with the word "BARRICADE, END OF TRAIN or STOP" written on it will be stretched across the rail. If you pass the flag or fusee, strike or break the banner, you have failed. Outside of a test and in the real world this could actually be another train, a derail placed on the tracks by Maintenance of Way forces or a switch not properly lined that has you lined into the side of another train or perhaps even into a track that is out of service.
Oftentimes the flag, fusee or banner is placed around or curve or just
over the crest of a hill making it far more difficult to spot very far
in advance. One test that creates a false sense of security is using a
long tangent (straight and level) length of track where the next signal
is plainly visible. This next signal is displaying a more favorable proceed
signal such as a clear (green). As you are approaching this signal and
see nothing wrong, you might believe the coast was clear so to speak and
begin to start accelerating the train. Suddenly, while a bit of a distance
away but short of that next signal, a lighted fusee appears or a red flag
comes into view. You are operating at restricted speed and still need
to stop before passing that flag or fusee.
With this last test, as sinister as it may sound, it has great merit. You could be following a very short train in the dark with a dead end of train device or perhaps you are in yard limits and this guy has no EOT at all. He is stopped in this block in front of you short of that next signal. You cannot see him but can see that signal. If you take your mind off the fact that you need to be operating at restricted speed you could very easily plow right into the rear end of this train. Or there may be a switch between you and that next signal that could be improperly lined. And then there is that broken rail issue.
Failure to perform as required under actual conditions as opposed to a test could have serious consequences including a serious wreck, serious injury or even death. Believe me in choosing between the slower train speed and the possibility for disaster; I don’t think you’ll find any Engineers, Conductors, Brakemen or railroad officials opting for the potential disaster.
I have been questioned over the years by some officials about my operation at restricted speed and going so slow, but I have never once had an official ever encourage or instruct me to violate restricted speed. While they may like the terms and conditions of it, they do understand the importance and significance of this rule.
And so it goes.
With the assistance of my friend Todd Greuter, we have developed a page about the Missouri Pacific Chicago Sub Division at his "Screaming Eagles" web site. A narration, photos and maps make up this page and I invite you all to take a look. It acts as a pretty good companion (if I do say so myself) for the columns I have written dealing with some of the experiences of my MoPac days. Point your web browser to http://www.mo-pac.com/tuch_chicagosub_1.html and take a look. It is a work in progress and I will be adding more items and information over the next few months.
"And so it goes, and so it goes, and so it goes, and so it goes. The way it’s going, no one knows."
Tuch