Incident with N&W 475

[NW Mailing List]

Herb,
In my experience as a train dispatcher, it was always the responsibility of the person who reports “clear” of any track authority to make sure that all the switches that they used were  restored to normal alignment and locked.  Otherwise the track equipment nor the following movement through the limits would be protected.  Whether the “track time” was a yard permit, a track warrant or a track authority in CTC territory, returning switches to normal alignment was part of the criteria for being in the “clear”.  Reporting clear and leaving an open switch could get you swiftly taken out of service.  I hope this answers your question.

Thank Ya’nout,
Chris Dalton 
Bluefield, WV

Sent from my iPhone

> On Nov 7, 2022, at 9:47 AM, NW Mailing List via NW-Mailing-List <nw-mailing-list at nwhs.org> wrote:
> 
> OK guys, I need some “rules” help here. 
> I have been following this event & related posts & I am wondering why the track was not “blue flag protected”?  Isn’t it common practice that when a track is under repair, out of service, etc that a “blue flag device“  is placed ahead as a warning that the track is out of service? As a private entity is Strasburg Railroad exempt from this practice? I see these on Class-1’s all the time. 
> Thanks
> Herb Edwards 
> Lynchburg, Va 
> 
> Sent from my iPhone
> 
>>> On Nov 7, 2022, at 8:04 AM, NW Mailing List via NW-Mailing-List <nw-mailing-list at nwhs.org> wrote:
>>> 
>> 
>> Yes, it is the locomotive crew who is responsible for the same operation of the locomotive and operating at a speed to be able to stop withing 1/2 of the sight distance of an obstruction on track or mis-alinged switch.  The track crew were contractors.  It is also the responsibility of the railroad supervisor to ensure that the contractor is following all of the rules and safety practices.  He should have verified that the switch was lined and locked for the main line.
>>  
>> Ken Borg
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