Tom Jr., there's definitely more to this, because you're describing "showboating" and NS, of all railroads, is significantly intolerant of deviation from rules or safety practices. It has a reputation in the industry, as a plantation-style railroad, with a harsh system of discipline. You break a rule or get an injury on NS, you are -- and you expect to be -- subject to substantial discipline. So I doubt that this was as plain as it looked.
The train did stop in about a mile, true, but if we want to be critical of this Engineer's handling, then we must know:
- What was the indication of the previous signal? How long had the signal you observed been displaying the same aspect?*
- Was the yellow aspect you viewed just a one-head signal displaying solid yellow? A two-head signal displaying yellow over red, or even double yellow? Perhaps yellow over green? Is this single main track?
- What is the grade of the track in the direction the train was moving? And what were the tons per operative brake on this train?
- Did you hear any radio conversation during or after the passage of the train?
- Where was the head end of the train in relation to the next signal when it came to a stop.
- Is Positive Train Control active at this location?
If this signal location is single-aspect approach signaling (no Advance Approach signal ahead of an Approach signal) then there is a reason for it: the grade and the length of the block should allow a train running at maximum authorized speed on a green aspect to pass a signal displaying a yellow aspect and still safely stop before passing the next signal, using a service application of the train air brakes. That's required in FRA signal practices that railroads must adhere to. The Signal Department calculates this for every block signal location when designing the signal system.
I didn't hear the opening of vent valves during the passage of the train (which would have indicated that an Emergency application had been made) and the train appeared to have made a service stop, probably using dynamic braking as well as the train brakes. I did not hear any dramatic run-in of slack, which would likely have occurred during an "uh-oh" moment when the Engineer realized he needed to slow down immediately to avoid passing the next signal, presumably displaying stop.
I have to agree with Rich. It looks to me like an experienced Engineer made a skillful stop in reaction to wayside signal indications. And some brake shoes are newer and/or cleaner than others in any train, affecting variable brake shoe aroma during the passage of any train using its air brakes.
And you are hearing this from a guy who has stopped a lot of trains, including a couple of times where I got the train stopped so close to the signal that I had to look upward in order to see the red lens. Lesson learned. So I do know the difference in being in control of things and waiting too long to apply the brakes.
I think you can rest assured that this was a controlled stop, made in accordance with NS rules.
Nice video. I liked it.
* The ASPECT is the color displayed by a lighted signal. The INDICATION is the action required by the ASPECT of a signal being passed by a train, defined on the signal indication pages of the governing book of rules, to which the crew is required to comply.
