Very informative, train symbol, train size, origin, destination, and even locomotive information. Always interested in learning more about railroading. Well done.
I think you found your format. Providing the train specific details is a very nice service and I appreciate that a lot. In addition, sharing insights like crew changes and how long a crew can operate is very nice as well . I like how you wrap all of the information into this nice package . Well done 👍🤙
Thank you for watching Aranea and yes I’ve been thinking about how to present the videos with all of the info I’ve found on the different trains I also have been working with a few railroad employees on the whereabouts the trains work. It is something that is always changing.
Yes, let me underline the fact that you will normally go as far as your hours of service lets you. It depends also where you are based (home terminal). I had days where i go not too far, and then there are days where you go far. Then there are those days where you have a slow ride and dont go far but spend a lot of hours in the cab waiting. Class 1 freight RR operations are not for the faint hearted. You are never home for that long. To avoid that, one may want to try a commuter RR, or a short line or regional RR where you may get to go home the same day you come in.
Exactly there’s days you’re sitting waiting for oncoming trains for hours then sometimes you get a hot train that gets the green signal the whole way. Also I’ve seen trains sit in the yard for hours because of not having a crew to move it.
I grew up in California watching the Southern Pacific locomotives coming and going over the Sierra Nevada, and yes I remember the SP Naval ordinance cargo explosions in Antelope in 1973, my family lived 4.5 miles from it. Finally I get to learn some info on how locomotive travel works and how the crew support works which has always fascinated me. Thank you for this video and am looking forward to seeing more.
I too was very close to the explosions. My school shut down for a day to clear the area. That was a wild day. For a spell I even drove rail crews up and down the state to their trains. Quite an adventure.
I lived in North Highlands in '97 when they unearthed some of the undetonated ordinances from the 1973 explosion while constructing a new subdivision in Antelope.
You have a very interesting, informative RR video. I enjoyed learning where the trains were going to/from, their length, number of cars (saved me from counting them) & the distance traveled. Looking forward to watching more of your creations. I live in Hagerstown, Maryland along a busy north/south NS mainline from the New Jersey area to the deep south.
wow realy like that sound of wheels click clack and cracking sound of steel realy nice gives You the sence that You actually there next to the rale way lines thank You for the videos.
A crew takes the train as far as the time will allow depending on if anything needs to be done before departure . A crew is only on a 12 hour shift , so if they have the train completed ( made up ) and nothing else is needed . They contact dispatch , get the all clear to move and they then start their run . If no obstacles in the way . They run as far as they can with what’s left of their on duty time will allow . Which can be less than the actual definition .
Does ‘dispatch’ know how far a crew will get on a day/shift and plan a replacement crew from that point? Or do they wait to see how far they get first?
Where did you get your information from? I put in 29 years on the rails and there was always a set destination...not by the hour. Sometimes crews can't make it to the destination in their hours and get relieved on route and deadheaded to that end point to get some well-deserved R&R.
Great video of all the NS trains that you caught! 18K almost sounded like an ALCO idling during the crew change. Woth the signs of smoke prior seems likely they need to send it for some much needed attention. Having you tell us what type locomotives in the consists was awesome and i certainly appreciate you doing that for us! Cheers from Laurel, Delaware USA.
The lead unit had an exhaust valve hanging open, maybe due to a damaged cylinder jacket or valve guides. It needs a cylinder leak down test to determine which one is bad and change the cylinder jacket and at least the piston rings to stop the compression blow by and the smoke.
It’s Amazing how Many BNSF Crews Jump both On and Off Trains at Fort Madison, IA, to go to Other Cities along the Railroad and/or their Home City. Thanks! 👍
Since PSR began, you Rarely get to see Shorter trains. Seems like the Majority of trains today are 2-3 miles long. Good number of Double Length here in MO.
I worked for a company that provided crew buses to CSX out of Manchester Ga. One night I picked up a relief crew and had to drive to Birmingham Al to drop off the relief crew and bring back teh crew being relieved. I was talking to the crew I picked up as we headed back to Manchester. They told me they had moved apporximately 100 yds during their 12 hour shift. Seems the lines were backed up all the way northbound and they could not move. They are not allowed to have their cell phones powered up while the were on shift.
10 year railroader here. As a general outline, crews operate over a set seniority districts and the routes per mile are all outlined in the CBA. The interdivisional agreement has specific terms for pool miles paid, hotels, etc. There are times where you don't make it to a crew change point because of work enroute, train/track problems, etc. If that happens, they call a "dog catch" crew from either the home terminal or the next terminal to take the train. The mileage of how far they can dog catch is also outlined in the agreement. This is how it was at UP anyway. Hope this helps.
In the late 1980s I drove a crew bus for SP. I took crews out to trains in various parts of California and picked up the existing crews to bring back to the yard in Roseville. I recall the guys bantering back and forth about who was eligible for what. I didn't get all the details though. The crews worked long days for many days, though they made good money. There was a caboose back in those days. I recall the anger as the push to eliminate the caboose grew. All in all, I had good time driving the crews about the state.
Before deregulation in 1980, crew districts averaged about 150 miles. Throw back to steam days when they were slower and no CTC meant long times sitting in sidings. Legal hours then was 16 hours.
I enjoy the origination and destination of each train. Interesting a fresh crew was only going about 60 miles on 64t. The other interesting fact was the train with the destination of Elkhart, In. Since Peru is apparently 70 miles south of Elkhart and the train was going east, there must be rails near Fort Wayne that will head northwest to the destination. Your narration is informative. Keep the videos coming.
I’m going to point that out on another video 18K and 19K both take that trip daily 18K heads north in Wabash it keeps both of those trains out of the Chicago area. The crew for 64T would work the yard then be taxied back to Peru.
30-40 years ago the Santa Fe had a 199 train, Chicago to Richmond, CA in 48 hours. It was a hot train that ran pretty much on schedule and saw mostly green signals. Crew changes were done on the fly without the train coming to a stop, just creeping at walking speed. As soon as the outbound caboose crew was onboard they gave the highball and they were back up to 70 mph in no time. You could always spot it because it had lots of UPS trailers. 198 was Chicago to Los Angeles. I think these are now called Z trains.
Almost all of the crewchanges south out of Kansas City were just north of the Arkansas, Oklahoma borders, becausecwhen the passenger trains were still big time, the Jim Crow laws were still in effect. It was easier to make the necessary changes at a crew change point.
Was cab driver for bnsf for 15 years. Chased down "dead" crews from kansac city to newton ks to gainsville tx. Was interesting job. Weird hours though.
Curiosity Question. Hazmat trains, such as the ethanol train, always have a covered hopper at the front and back. Are they loaded with containment/clean-up material in case of a leak/derailment? Or are they just buffer cars?
Yes protect the train crew. They are loaded with sand/taconite usually and the hopper doors are all welded shut. usually a fairly old rail car. They can also use box cars as buffer cars.
Have often wondered 🤔 how Railroads determine which Track is Assigned Main 1, Main 2, Main 3, etc. Is it Different among the Different Railroads ? 🤔 Thanks! 👍
Sometimes crews don't make it to their crew change point due to unforeseen issues, sometimes there are no crew accommodation at the other end. How does the railroad handle that, simple companies like Hallcon and PTI are hired to pick up the train crews at those places and return them to their home terminal, away terminal, or to the company designated hotel. I am a yard shuttle driver for Hallcon and so I have the insight of rail crew requirements. In my case being a yard shuttle I could be sent to a remote yard within the distance of my yard. Sometimes I could be sent to Everett to the north or Auburn and Tacoma to the south. If you haven't guess my company works for BNSF in Seattle. Being is shuttle driver is fun and consistent hours.
No they only take it to Fort Wayne where another crew takes it to Conway yard like I said in the video. Now for only filming the conductor getting into the locomotive was because I had to drive clear across town to film the train leaving the yard I didn’t get the engineer boarding.
As a retired trucker, I am surprised that the fresh crew doesn't have to do a "vehicle" inspection before departure as required by the DOT for truckers.🤔
@@quintinivey9359 the reason I’ve been told they go that way is because of the lower traffic on this line. I have seen them take them through Chicago and down to Decatur
In the UK, we have this website called Realtime Trains, which gives us access to the working timetable (the timetable for all train movements in the UK). The website tells you not only which trains are due to pass through whichever station you are at, but also it gives you realtime information as to where the trains is and by how many minutes its either ahead of schedule or behind schedule etc. Its interesting to see how you figure this information out on American railways without a website to help you
Wow now that would be awesome to have then I wouldn’t waste hours sitting waiting for a train just one to come by. Lol I use the help from several railroad employees to give me the info that’s really the only way unless I hear the crew on the scanner give there symbol.
@@therailroadtiespiker oh damn, that sounds a hell of a lot more complicated. I personally cannot imagine standing at a train station for hours just waiting for a train to pass through or at some point along a railway line
@@therailroadtiespiker that makes sense. I think you'd be shocked to know that my local station here in the UK sees 11 trains pass through on average each hour
That Union Pacific diesel train sounds like Cummins engine sounds awesome with diesel power 😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎
I've always had that railroad blood in me. But with the grueling day after day schedule & ur 12 hours "off" waiting for a crew change. RR's. Changed things but still have a ways to go. How about of max of 5 days on with 8 hour shifts. If u make it several hundred miles GREAT. If u only make minimal mileage in those 8 hours- it's due to things out of the crews ability to help.
Search NS symbol and you’ll get a list of all the trains. Now knowing what train is what can be the difficult part. I’ve learned what each train sort of looks like by what it pulling and the help of the scanner.
I had trouble hearing your voice over the loud horns of the locos. you need to talk louder over the background noise. I thought the extra info was good and made the video more enjoyable Thanks
@@therailroadtiespiker you are welcome I have been watching your videos off and on for the last couple of years. You do good work that I enjoy from my warm place while you work in the cold weather. Thanks
Yes, in situations like this where the ambient sound is loud, avoid narrating on the fly. When you get home you can record a separate voiceover audio track then mix the live recorded sound with that using your video editing software for a nicely balanced production.
I would imagine this train crew won't always arrive at their destination before they time out. There is a second crew to complete the trip when delays occur.
Yes in a perfect scenario they can make it to Decatur but there’s so much that can slow them down. I have a few friends that work for the railroad that give me the information and they always tell me about days they only move about 20 miles in a 10 hour shift.
In Canada it is 10hrs to the destination terminal and 8hrs back home, (bunkhouse and then back when your train is ready) but if you are going to go over your hours, you need to call for relief ASAP...
I don’t think a lot of people understand that other class 1 railroads use other companies equipment for power. Here it’s a UP power but an NS crew using NS info.
@@therailroadtiespiker UP is trying to not let the NS use any of there power anymore here in the Chicago area. We bring trains from UP global 3 to NS Ashland yard drop off the cars and they make us take light power from NS Ashland yard to UP global 2.
Are both locomotives actually pulling the train? I’ve always wondered about that. Thanks. And is that trailing locomotive being run by remote control or is someone in the cab?
The engineer runs the lead and the DPUs from the front locomotive. Now I have seen just one locomotive on and the other just being pulled but this train both were “on line” a term they use when a locomotive is running.
The distance you go is a determining factor in how much you'll get paid for taking a turn. There is a minimum, which I cant remember off the top of my head, but generally, the more track miles you travel, the greater the pay. When I get called for a turn, I go 222 miles each direction, which is pretty good on the east side of the country. That round trip will pay better than someone who only goes say, 145 miles each way. You can make more if you do extra work, or other things to give you a claim to put in....if the company will approve it, but thats another story.
@therailroadtiespiker not if that's part of the routine work for that train. If however, you get your train to your away or back to your home terminal and they make you go back out and get one that's tied down or relieve a dead crew, you might be able to get a claim on that. Or if they have you go outside your limits. If you get called to "dog catch" relieving crews or taking tied down trains to the yard, you can also have a valid claim if you go over a certain number of miles to get those trains. The company will generally always try to get a crew as close to the yard as they can though so that if the crew dies, the relief crew won't have to go far to get it.
Your microphone - of your voice is to low. I have to turn my volume way up to hear you, then the trains are way to loud. Great video otherwise. Jon, on the U.P., Pacific Coast Line, Santa Barbara Sub, M.P. 404.5.
Very informative, train symbol, train size, origin, destination, and even locomotive information. Always interested in learning more about railroading. Well done.
Thank you Nancy I’m working on more so don’t go anywhere. Lol
I think you found your format. Providing the train specific details is a very nice service and I appreciate that a lot.
In addition, sharing insights like crew changes and how long a crew can operate is very nice as well .
I like how you wrap all of the information into this nice package .
Well done 👍🤙
Thank you for watching Aranea and yes I’ve been thinking about how to present the videos with all of the info I’ve found on the different trains I also have been working with a few railroad employees on the whereabouts the trains work. It is something that is always changing.
I liked the narration and the destinations of origin and where its going was great.
Thank you Rick. It took me a few days to put this video together
Thank you@ Railroad Spiker! Any knowledge of freight train action is good knowledge.❤👍
Love the articulates on that first train
And those old UP locomotives
Really like your Great Narration in your videos. I have Watched and Commented on several of your videos the past few years. Thanks again! 👍🙏
Thank you ken for watching
Yes, let me underline the fact that you will normally go as far as your hours of service lets you. It depends also where you are based (home terminal). I had days where i go not too far, and then there are days where you go far. Then there are those days where you have a slow ride and dont go far but spend a lot of hours in the cab waiting. Class 1 freight RR operations are not for the faint hearted. You are never home for that long. To avoid that, one may want to try a commuter RR, or a short line or regional RR where you may get to go home the same day you come in.
Exactly there’s days you’re sitting waiting for oncoming trains for hours then sometimes you get a hot train that gets the green signal the whole way. Also I’ve seen trains sit in the yard for hours because of not having a crew to move it.
@@therailroadtiespikergreat video
I'm not married! I should try it!
I meant marriage to railroad 😀
@Jabba.Da.Hutt_Don’t let a woman get in the way of your dreams. Women come and go but dreams stay in your head and turn into regrets.
Nice one that was well done keep up the good work
Thank you for watching Ron
Very nice coverage of road crew pools and crew changes. Cheers 👍🏿
I grew up in California watching the Southern Pacific locomotives coming and going over the Sierra Nevada, and yes I remember the SP Naval ordinance cargo explosions in Antelope in 1973, my family lived 4.5 miles from it.
Finally I get to learn some info on how locomotive travel works and how the crew support works which has always fascinated me. Thank you for this video and am looking forward to seeing more.
I too was very close to the explosions. My school shut down for a day to clear the area. That was a wild day. For a spell I even drove rail crews up and down the state to their trains. Quite an adventure.
I lived in North Highlands in '97 when they unearthed some of the undetonated ordinances from the 1973 explosion while constructing a new subdivision in Antelope.
Nice 👍 I ust found your channel it rocks thanks for sharing
Thank you Sean for watching
Great video. The filming and narration is excellent.
Thank you so much for watching
super video bro ❤❤❤❤
Thank you for watching
Great video. Loved it
Thank you for watching
Great video-love the format !!
Thank you for watching
Good video. Well done
Thank you for watching
Another great video sir! I always enjoy seeing the thumbnail and what the title reads. Also love the narration. 👍🏻🎥💯
Thank you Brandon for watching.
@@therailroadtiespiker you’re welcome. Thanks for sharing with us.
Greetings from Decatur, Illinois! Great video. Very well done. 😊
I plan on filming there this coming spring. Thank you for watching Doug
Nice catches on the rails I get 64T on my NS Harrisburg line everyday
Thank you for watching
@@therailroadtiespiker Welcome I get 64T on my NS Harrisburg Division
You have a very interesting, informative RR video. I enjoyed learning where the trains were going to/from, their length, number of cars (saved me from counting them) & the distance traveled. Looking forward to watching more of your creations. I live in Hagerstown, Maryland along a busy north/south NS mainline from the New Jersey area to the deep south.
Thank you for watching Terry. I’m working on a video for this weekend
wow realy like that sound of wheels click clack and cracking sound of steel realy nice gives You the sence that You actually there next to the rale way lines thank You for the videos.
Thank you for watching. I use Zoom microphones to get the best audio.
16:40 I liked the sound of that Dash 9 taking off...it lets off a nice "chug...chug...chug...." when it starts to get going.
A crew takes the train as far as the time will allow depending on if anything needs to be done before departure . A crew is only on a 12 hour shift , so if they have the train completed ( made up ) and nothing else is needed . They contact dispatch , get the all clear to move and they then start their run . If no obstacles in the way . They run as far as they can with what’s left of their on duty time will allow . Which can be less than the actual definition .
Does ‘dispatch’ know how far a crew will get on a day/shift and plan a replacement crew from that point? Or do they wait to see how far they get first?
Where did you get your information from? I put in 29 years on the rails and there was always a set destination...not by the hour. Sometimes crews can't make it to the destination in their hours and get relieved on route and deadheaded to that end point to get some well-deserved R&R.
The shadows on the cars at four minutes 20 are really interesting. That was a good shot.
Now I’m going to have to check it out. Lol thank you for watching
LUV the throttle😁 up's
These new microphones grab the sounds of the throttling up to a new level. Thank you for watching
It is amazing how things used to be...those lines are still there...I am stoked...you'd have to see to believe...I love rr history
Good scenes.
Great narration---😀
Thank you for watching
Nice videos.
Thank you for watching
Great video of all the NS trains that you caught! 18K almost sounded like an ALCO idling during the crew change. Woth the signs of smoke prior seems likely they need to send it for some much needed attention. Having you tell us what type locomotives in the consists was awesome and i certainly appreciate you doing that for us! Cheers from Laurel, Delaware USA.
Thank you Shawn for watching
The lead unit had an exhaust valve hanging open, maybe due to a damaged cylinder jacket or valve guides. It needs a cylinder leak down test to determine which one is bad and change the cylinder jacket and at least the piston rings to stop the compression blow by and the smoke.
@@ralfie8801 it’s scheduled to be rebuilt sometime this year into a AC44
Very good.😀😀
Thank you for watching
Our crew goes 30 miles to searles station then 30 miles back to town in Trona california
It’s Amazing how Many BNSF Crews Jump both On and Off Trains at Fort Madison, IA, to go to Other Cities along the Railroad and/or their Home City. Thanks! 👍
When I worked for NS, our longest run was Linwood to Manassas, roughly 300 miles.
My longest run was 4.5 hours and 168 miles. Probably your trip was at a higher rate of speed than mine. Mine 'averaged' out at about 30mhp.
Since PSR began, you Rarely get to see Shorter trains. Seems like the Majority of trains today are 2-3 miles long. Good number of Double Length here in MO.
I worked for a company that provided crew buses to CSX out of Manchester Ga. One night I picked up a relief crew and had to drive to Birmingham Al to drop off the relief crew and bring back teh crew being relieved. I was talking to the crew I picked up as we headed back to Manchester. They told me they had moved apporximately 100 yds during their 12 hour shift. Seems the lines were backed up all the way northbound and they could not move. They are not allowed to have their cell phones powered up while the were on shift.
It’s crazy I have heard stories like this from NS crews. Thank you so much for watching
Sounds like a RR company.
10 year railroader here. As a general outline, crews operate over a set seniority districts and the routes per mile are all outlined in the CBA. The interdivisional agreement has specific terms for pool miles paid, hotels, etc. There are times where you don't make it to a crew change point because of work enroute, train/track problems, etc. If that happens, they call a "dog catch" crew from either the home terminal or the next terminal to take the train. The mileage of how far they can dog catch is also outlined in the agreement. This is how it was at UP anyway. Hope this helps.
In the late 1980s I drove a crew bus for SP. I took crews out to trains in various parts of California and picked up the existing crews to bring back to the yard in Roseville. I recall the guys bantering back and forth about who was eligible for what. I didn't get all the details though. The crews worked long days for many days, though they made good money. There was a caboose back in those days. I recall the anger as the push to eliminate the caboose grew. All in all, I had good time driving the crews about the state.
Before deregulation in 1980, crew districts averaged about 150 miles. Throw back to steam days when they were slower and no CTC meant long times sitting in sidings. Legal hours then was 16 hours.
I enjoy the origination and destination of each train. Interesting a fresh crew was only going about 60 miles on 64t. The other interesting fact was the train with the destination of Elkhart, In. Since Peru is apparently 70 miles south of Elkhart and the train was going east, there must be rails near Fort Wayne that will head northwest to the destination. Your narration is informative. Keep the videos coming.
I’m going to point that out on another video 18K and 19K both take that trip daily 18K heads north in Wabash it keeps both of those trains out of the Chicago area. The crew for 64T would work the yard then be taxied back to Peru.
30-40 years ago the Santa Fe had a 199 train, Chicago to Richmond, CA in 48 hours. It was a hot train that ran pretty much on schedule and saw mostly green signals. Crew changes were done on the fly without the train coming to a stop, just creeping at walking speed. As soon as the outbound caboose crew was onboard they gave the highball and they were back up to 70 mph in no time. You could always spot it because it had lots of UPS trailers. 198 was Chicago to Los Angeles. I think these are now called Z trains.
I love that whoop sound 10:34
Yes I love hearing the compressors kick on
Daily train , Nice !
Almost all of the crewchanges south out of Kansas City were just north of the Arkansas, Oklahoma borders, becausecwhen the passenger trains were still big time, the Jim Crow laws were still in effect. It was easier to make the necessary changes at a crew change point.
Was cab driver for bnsf for 15 years. Chased down "dead" crews from kansac city to newton ks to gainsville tx. Was interesting job. Weird hours though.
You never know where the crew is going to be outlawed. Lol
Curiosity Question. Hazmat trains, such as the ethanol train, always have a covered hopper at the front and back. Are they loaded with containment/clean-up material in case of a leak/derailment? Or are they just buffer cars?
As far as I know they’re just a buffer car.
Yes protect the train crew. They are loaded with sand/taconite usually and the hopper doors are all welded shut. usually a fairly old rail car. They can also use box cars as buffer cars.
Have often wondered 🤔 how Railroads determine which Track is Assigned Main 1, Main 2, Main 3, etc. Is it Different among the Different Railroads ? 🤔 Thanks! 👍
Now that sounds like a great idea for a video
In the north west the western most track on the north south route's is main 1 on east west route's its the northern most track is main 1
@@user-ji3yi4oq1m Interesting to know as we live here in the NW. Thankfully raining now & hopefully soon the ice will go away!
Very Interesting I Have Learned A lot Cool Beans👍👍👍👍.
Thank you for watching I’ll be releasing another video this weekend
Shoestring was there.
Sometimes crews don't make it to their crew change point due to unforeseen issues, sometimes there are no crew accommodation at the other end. How does the railroad handle that, simple companies like Hallcon and PTI are hired to pick up the train crews at those places and return them to their home terminal, away terminal, or to the company designated hotel. I am a yard shuttle driver for Hallcon and so I have the insight of rail crew requirements. In my case being a yard shuttle I could be sent to a remote yard within the distance of my yard. Sometimes I could be sent to Everett to the north or Auburn and Tacoma to the south. If you haven't guess my company works for BNSF in Seattle. Being is shuttle driver is fun and consistent hours.
Well the information I was giving was from a perfect day scenario and as we all know this happens occasionally. Lol
So the guy on the 64T to Philly. How many in the crew? That’s at least a 17 hr trip if you’re lucky.
No they only take it to Fort Wayne where another crew takes it to Conway yard like I said in the video. Now for only filming the conductor getting into the locomotive was because I had to drive clear across town to film the train leaving the yard I didn’t get the engineer boarding.
For some reason the Peru crews can only go to the Fort Wayne because they could take it all the way to Moorman yard.
As a retired trucker, I am surprised that the fresh crew doesn't have to do a "vehicle" inspection before departure as required by the DOT for truckers.🤔
I always wondered what the dead crew does when they leave the train ? Maybe hundreds of miles from home..
They put them up in a hotel at least here in Peru.
Where do they turn north to get Elkhart? Routing sounds weird from Decatur.
In Wabash. It doesn’t make sense to me either. 19K comes from Elkhart to Decatur everyday and it comes right through Peru.
Where is the closest NS north/south line to connect to the Chicago line to get to Elkhart?
@@quintinivey9359 the reason I’ve been told they go that way is because of the lower traffic on this line. I have seen them take them through Chicago and down to Decatur
I see NS has a north /south line from the Chicago line at Goshen to Wabash
@@quintinivey9359 yes that’s the line 18K and 19K runs on. There’s a street run in Warsaw on that line.
In 28 years only once did I changeover when there was snow on the ground. 18:25
In the UK, we have this website called Realtime Trains, which gives us access to the working timetable (the timetable for all train movements in the UK). The website tells you not only which trains are due to pass through whichever station you are at, but also it gives you realtime information as to where the trains is and by how many minutes its either ahead of schedule or behind schedule etc. Its interesting to see how you figure this information out on American railways without a website to help you
Wow now that would be awesome to have then I wouldn’t waste hours sitting waiting for a train just one to come by. Lol I use the help from several railroad employees to give me the info that’s really the only way unless I hear the crew on the scanner give there symbol.
@@therailroadtiespiker oh damn, that sounds a hell of a lot more complicated. I personally cannot imagine standing at a train station for hours just waiting for a train to pass through or at some point along a railway line
@@fives2155 there’s days you can catch 10 trains in a few hours then days you catch 1 or 2 trains in seven hours.
@@therailroadtiespiker that makes sense. I think you'd be shocked to know that my local station here in the UK sees 11 trains pass through on average each hour
I miss the days of the caboose!
That Union Pacific diesel train sounds like Cummins engine sounds awesome with diesel power 😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎😎
WEIRD QUESTION , DO THE LOCOMOTIVES HAVE A BATHROOM AND IF NOT HOW DO THE ENGINEERS RELIEF THEMSELVES ? I ALWAYS WONDERED.
Yes they have a bathroom in the noise of the locomotive.
Seem odd that a crew that takes over in Peru, gets off in Ft. Wayne, only about 65 miles away. Is that a regular thing?
I’m told they do yard work in Ft Wayne then either bring a train back or a taxi back to Peru.
They are called dog catchers the fill in for the crew if they run out of hours and can’t make it to the yard
I've always had that railroad blood in me. But with the grueling day after day schedule & ur 12 hours "off" waiting for a crew change. RR's. Changed things but still have a ways to go. How about of max of 5 days on with 8 hour shifts. If u make it several hundred miles GREAT. If u only make minimal mileage in those 8 hours- it's due to things out of the crews ability to help.
How do you know where the trains are going? Are the routes/schedules/destinations published somewhere?
Search NS symbol and you’ll get a list of all the trains. Now knowing what train is what can be the difficult part. I’ve learned what each train sort of looks like by what it pulling and the help of the scanner.
@@therailroadtiespiker Cool. Thank you!
I was just on the up5703 it was our leader and it caught fire. I have a picture 😂
Now that’s funny. When did this happen?
@@therailroadtiespiker it was about a week before Christmas 😂
just as fascinated by trains today, as a boy
I had trouble hearing your voice over the loud horns of the locos. you need to talk louder over the background noise. I thought the extra info was good and made the video more enjoyable Thanks
Thank you for watching and your input it helps me know where to adjust things.
@@therailroadtiespiker you are welcome I have been watching your videos off and on for the last couple of years. You do good work that I enjoy from my warm place while you work in the cold weather. Thanks
@@pbear6251 I’m hoping it warms up to at least 20 degrees so I can get back out there. Thank you for your support in watching my videos.
@@therailroadtiespiker Any time 🙂
Yes, in situations like this where the ambient sound is loud, avoid narrating on the fly. When you get home you can record a separate voiceover audio track then mix the live recorded sound with that using your video editing software for a nicely balanced production.
When I film track 1 and 2 in Conneaut and North Kingsville ohio I am stunned re history of the trans cont telegraph all of the wires
I would imagine this train crew won't always arrive at their destination before they time out. There is a second crew to complete the trip when delays occur.
Yes in a perfect scenario they can make it to Decatur but there’s so much that can slow them down. I have a few friends that work for the railroad that give me the information and they always tell me about days they only move about 20 miles in a 10 hour shift.
A NS manifest powered by UP?
Yes foreign power.
At 4:16 on the video looks like FEMA rail cars for people
Lol
Crews can only work as long as there hours will let them
Yep you are correct that’s why you see trains sitting in the middle of nowhere with no crews to move them.
What was that short red car?
I’ll have to look back on the video and see what it was.
Thank you..I had not seen one before.
Next crew coming on board no inspections done or anything???
I really never see one
Like You mentioning where trains originate and terminate at,good footage also!🛤🚂
Does UP go any farther East than Decatur Ohio ?
This is all NS lines they’re using UP power on there trains.
Amazing how the locomotives can pull a train that is nearly a mile long and loaded.
They are very powerful
As the son and sibling of retired NS conductors I think the term law dog refers to 12 hour rule
How many hours crew operate the locomotive
10 hours
@@therailroadtiespiker thank you
In Canada it is 10hrs to the destination terminal and 8hrs back home, (bunkhouse and then back when your train is ready) but if you are going to go over your hours, you need to call for relief ASAP...
How do you know the name of the train? NS 199 & NS 64T
From listening to the scanner and learning what trains come through and what they have as manifest
I don’t think a lot of people understand that other class 1 railroads use other companies equipment for power. Here it’s a UP power but an NS crew using NS info.
Yes we’ve had a lot of foreign power over the last few years. I really didn’t think to talk about that.
@@therailroadtiespiker UP is trying to not let the NS use any of there power anymore here in the Chicago area. We bring trains from UP global 3 to NS Ashland yard drop off the cars and they make us take light power from NS Ashland yard to UP global 2.
@@blakebodaciousFTW why is that?
Are both locomotives actually pulling the train? I’ve always wondered about that. Thanks. And is that trailing locomotive being run by remote control or is someone in the cab?
The engineer runs the lead and the DPUs from the front locomotive. Now I have seen just one locomotive on and the other just being pulled but this train both were “on line” a term they use when a locomotive is running.
The distance you go is a determining factor in how much you'll get paid for taking a turn. There is a minimum, which I cant remember off the top of my head, but generally, the more track miles you travel, the greater the pay. When I get called for a turn, I go 222 miles each direction, which is pretty good on the east side of the country. That round trip will pay better than someone who only goes say, 145 miles each way. You can make more if you do extra work, or other things to give you a claim to put in....if the company will approve it, but thats another story.
That’s really interesting. So if you’re on a train that works yards on the way to it’s destination you get paid more?
@therailroadtiespiker not if that's part of the routine work for that train. If however, you get your train to your away or back to your home terminal and they make you go back out and get one that's tied down or relieve a dead crew, you might be able to get a claim on that. Or if they have you go outside your limits. If you get called to "dog catch" relieving crews or taking tied down trains to the yard, you can also have a valid claim if you go over a certain number of miles to get those trains. The company will generally always try to get a crew as close to the yard as they can though so that if the crew dies, the relief crew won't have to go far to get it.
I worked for Union Pacific for 41 years. Retired 2 years ago. Hope to never see or hear another train in my life. 🤣
I feel that way about trucks they can take them all off the road. 😂 I drove truck for over 20 years.
Not Being an experience trainman, what is all the luggage they’re carrying
The crews are out for several days and they take dry clean clothes with them
Clothes for days, food, toiletries, rule books you name it. When that phone rings I try to already have my bags packed and ready to go.
Your microphone - of your voice is to low. I have to turn my volume way up to hear you, then the trains are way to loud. Great video otherwise. Jon, on the U.P., Pacific Coast Line, Santa Barbara Sub, M.P. 404.5.
TOO low
Ok thank you for letting me know and thank you for watching
A couple hundred miles then back again. Simple.
Where are the people who are walking around looking for morel mushrooms or wild asparagus? When I was a kid my dad would do that.
Mushroom hunting is a big thing people do around that area.
I was told to watch this video to the very end for the truth why McDonald’s ice cream machines are always broken. That was a lie.
Tell me what are you smoking?