NORAC Form D

I was on Amtrak 140 today and it was a rough trip from NHV to SPG. They slowed down to 15 MPH in a section of the double track and I noticed during this the signals were flashing white. Later on we stopped just south of Hartford station single track and I saw the conductor filling out a norac form D and then reading instructions to the engineer over the radio on how to proceed between two fixed points. They seemed to stop just because Of this form - no train came through while we sat there. Not knowing exactly what this form is - would it be correct to surmise there was likely either a signal problem or signal maintenance outage?

the Norac form D is a form of trainorder, it can be used for many of things, for a crew to copy the order the train must be stopped.

I think it was the operate between points part that was being used. That’s why I thought maybe there was a signal problem as this line normally has full CTC. I travel the line quite frequently and the stops and speed at which we were traveling and seeing this being done was out of the ordinary. What also made me think signal problem was at one point the engineer nearly stopped before aswitch and then started going when we got close to it (and we were not traversing the switch in a way that would normally require a slow down. ) so I thought maybe they were slowing down to do a visual on the switch.

IINM, if there's only one person in the cab, an order cannot be copied when the train is moving.

The line didn't experience signal problems. The engine had problems with its cab signals. The flashing lights you saw are called



It's deep and detailed but some of the SPG line has been converted to cab signals without wayside signals (Rule 562 territory) so when the cab signals aren't operating, you immediately reduce to restricted speed (hence your 15 mph), until governed by the "C light" in the video above or governed by Rule 563. The extremely short version is you receive a Form D line 13 (as seen above) to operate between two points. You have to approach all interlocking/cp signals prepared to stop. Unless otherwise instructed by Form D Line 13, you must not pass over any non interlocked facing point switches until you know they are lined for your movement (you'll basically approach all facing point sidings prepared to stop) and you must make sure all grade crossing protection are operating and the gates are in the down position.

That is condensing a long process into a few sentences.

I guess it is fair to surmise that the cab signal failed en route, since AFAIK, no engine at the head unit of a train is allowed to depart the origin station with inoperative Cab Sgnal and ACSES on the NEC these days?

jis said:

I guess it is fair to surmise that the cab signal failed en route, since AFAIK, no engine at the head unit of a train is allowed to depart the origin station with inoperative Cab Sgnal and ACSES on the NEC these days?

Click to expand...

"Origin" station is in the eye of the beholder. It is not cut and try. This is one of the things I've harped on. There are initial terminals, which are typically yards. You can not depart those stations without cab signals, ACSES or certain safety critical devices. There are originating passenger terminals which is the station in the same city/terminal district where the train first receives passengers after departing the initial terminal. Trains can not depart these stations without cab signals or certain safety critical devices operative. However, you may depart with ACSES as that would be considered an en route failure.

Now, there are turnaround points and outlying points. Sure, the train number has changed, the direction of the train has changed and it is different city . However, if it is in turnaround service (a looper), the train may depart what you may regard as the "origin station" for that train with cab signals, ACSES, and a host of other non running gear defects inoperative, particularly if there aren't forces to make repairs.

Thanks for the insight. That makes more sense now as i saw later that the subsequent trains made it through normally. I went to the cafe car to eavesdrop and see what was going on and I could tell something was amiss but I decided not to ask the conductor what the problem was as one passenger flipped out at them about being late so I didn’t want them to feel I was complaining. (I was curious out of interest rather than wanting to complain.) it was only in a section on the southern most portion where they slowed to 15 mph and after passing through Hartford I didn’t see them do anything more with the forms and north of Windsor locks they were operating at normal speed. I’m guessing this was due to the different signal types at different points. They must have figured it out and fixed the problem or used a different locomotive as train 141 (which reuses the equipment) seemed to make it through relatively pain free this morning.