Ernest-
I think you're a good man but your chapter about SAFETY really grinds my gears. Your tone is condescending for one thing. The chapter is twice as long as it needs to be and leaves out critical pieces of information. People can make phone calls just fine without you dictating their every word.

I'd like to address specific statements of yours:

1. It isn't your prerogative to tell railfans what type of PPE safety wear to buy or when to wear it. When the opportunity presents itself, ask the railroad what to wear. I have a serious problem with this issue. Where I work, the color of your hard hat and/or safety vest is critical. We had a situation where a railroad contractor decided to wear their own safety vests, identical to the one worn by the brakeman on a local. The brakeman was nearly killed when the engineer shoved back. The conductor, who called the move, mistaked the contractor for his brakeman. He had no idea a railroad contractor was working in the area.

2. A small amount of brake smoke might not be a problem depending on the circumstances [i.e. heavy braking in mountain territory]. Covered hoppers with leaky dump doors, spilling cement, ashes, borates, or other minerals can appear like smoke. Bottom line, you have to be prudent without overreacting. If you have any doubt that it's smoke, tell the railroad when you call.

3. Reporting problems by milepost is a good idea but it requires other knowledge too. Towns with additional mainline routes, and those with industrial spurs, can have duplicate mileposts. It is additionally helpful to supply the subdivision name.

4. I wouldn't recommend calling 911 after notifying the railroad. You can bet the railroad is already calling them. Any discrepancy in the location will cause resources to be diverted to a second, non-existant, accident scene.

Your book doesn't say anything about handling emergencies when there isn't a phone available. Why not?