Status of the **Work Engine** fleet

With a brake defect this engine could not even be towed out, 100% braking is required for engine to leave a Terminal.
If it was R2 piston , it seems that Handbrake chain was twisted, engine is currently the AMMO

No it was the piston at the rear of engine on engineer side.

So whats the proper way of getting this thing down the road for repair with a brake defect?

Full FRA compliant defect tag, speed restriction, and can only be moved for purpose of repair.
You could not use it for anything, but for it to move that brake had to be released unless you want to burn a wheel off.

http://edocket.access.gpo.gov/cfr_2009/ ... r229.9.htm

funny part about rules is a non-compliant locomotive can only be moved to nearest repair facility, which is ...............
North White Plains shop.

DutchRailnut wrote:Full FRA compliant defect tag, speed restriction, and can only be moved for purpose of repair.
You could not use it for anything, but for it to move that brake had to be released unless you want to burn a wheel off.

http://edocket.access.gpo.gov/cfr_2009/ ... r229.9.htm

funny part about rules is a non-compliant locomotive can only be moved to nearest repair facility, which is ...............
North White Plains shop.

Which is funny beacuse they wanted it to go to harmon.

Now, even if you manually released the brake, it would just hang up again once it was applied. So with that said, brake hangup is enevitable once it is on the road. So could you tow the thing with no air hooked to it?

Say this were to happen at gct, how would they get it from gct to a repair point knowing that once the brakes are applied in the 106, it will stay applied?

reed the FRA rule, it can not be moved from shop to shop, it must be repaired at first shop.
and yes it could be moved in tow from GCT to nearest shop on same line, but with one truck cut out it could only be moved at restricted speed.
or a nice relaxing ride of over two hours tying up the railroad.
It takes a moron however if they can't fix one brake cylinder, only 4 bolts to change packing cup.

DutchRailnut wrote:It takes a moron however if they can't fix one brake cylinder, only 4 bolts to change packing cup.

Well thats what I was thinking but what do I know???

I read the cfr and figured they could cut out one truck and move at a restricted speed in tow. I'm guessing this kind of move would take place early in the morning if it came down to this.

Again once the defect was found, it can only be repaired at nearest shop, in this case North White Plains.
Any move away from North White Plains, while defective would have been illegal.

DutchRailnut wrote:Again once the defect was found, it can only be repaired at nearest shop, in this case North White Plains.
Any move away from North White Plains, while defective would have been illegal.

But how is "shop" defined according to FRA? Surely Highbridge is closer - does it count as a "shop"?

Highbridge is not a repair shop, they do cleaning.

Saw 105 running lite southbound at Scarborough only to come back running lite again northbound an hour later last night.

DutchRailnut wrote:Highbridge is not a repair shop, they do cleaning.

Yes, I know this -- but that's not what I am asking.

My question is what is it about the legal status of the Highbridge facility which makes it not be counted by the FRA as a "shop", vs. North White Plains which is counted as a "shop". In other words, how does FRA legally define the term "shop" for the purposes of this rule? There are car repair shops, loco repair shops, etc. -- these do not all count for this ruleso clearly there must be some well-defined criterion which defines the boundary between "shop" and "other maintenance facility".

Or is this a case of "if the railroad declares it to be a shop it is one"?

Spidey!!!

All repair facilities are listed in MNCR employee timetable per line.
MNCR and FRA do not differentiate a Car shop from a locomotive shop.
any running gear defects simply have to go to nearest shop(as listed in timetable)

DutchRailnut wrote:All repair facilities are listed in MNCR employee timetable per line.
MNCR and FRA do not differentiate a Car shop from a locomotive shop.
any running gear defects simply have to go to nearest shop(as listed in timetable)

So Highbridge is not listed as a repair facility in the timetable, while NWP and C-H are? If so, OK, I get it.

DutchRailnut wrote:Well Brian we have been trying to explain the way it works,
unfortunatly you are one of these railbuffs who knows more than proffesional railroaders.
Answering any of your questions is like mud wrestling a pig, then after we answer it, we realize the pig just loves the mud.

How about answering the question?

Terrapin Station wrote:How about answering the question?

He did, you just didn't like the answer.

Think about it.
If you're running a train in revenue service, there's toilets on the train in the passenger section. Make an extended station stop, rush to the nearest car with a toilet.
Yard switchers don't need toilets, cause you can get out and go to the bathroom if necessary in a nearby yard building.
If you're transferring rolling stock from one location to another along the line, you can stop and run into a station to use a toilet (though there aren't that many open station buildings anymore, but that's another topic entirely).

But if you're on a work train, shoving around hopper cars in the middle of nowhere all day, re-ballasting the line, it's a workforce health and dignity issue to make sure there's a toilet available. Its not sanitary for people to just defecate in the brush on the side of the ROW, thus the FRA rule.

So, the BL-20GH's are used for revenue service on the branch lines, yard switching, transfer service from one yard to another and rescue service (like the AMMO/PMMO).
They aren't used in MOW work service, like the wire train or re-ballasting.

Is that clear enough of an answer?