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Friction modification in the rail environment can be a double edged sword. Modifiers that can increase the traction of engines can also increase the resistance to the cars movement. Modifiers that can ease the movement of cars, may also decrease the traction available to the engine.
[quote user="oltmannd"] I think you should give Annapolis MD a "bye", too. It's a suburb of DC and Baltimore these days.[/quote] Using your logic...each named city is a suburb of each of the others as they form a triangle of roughly 35 miles to each leg.
CSX has been using the concept for several years. The advice and instructions are the kinds of things that experienced Engineers have accumulated in their knowledge banks....however, in today's railroad...the Experienced Engineer is hard to find so that knowledge has to be disseminated in other ways.
If you want to manually uncouple air hoses that have anywhere from 75 lb to 90 lb air pressure...even where the anglecocks have been closed...you must not value your extremities or your face....charged air hoses have more power than you can control.
http://abcnews.go.com/International/wireStory?id=8164111
Mid-train placement location is dependant upon trailing tonnage restrictions on the most severe territory the train will cross, which is based upon grade and curvature. Trailing tonnage and curvature result in 'string line' type derailments where as the train is passing through curves, the trailing tonnage tries to pull the train in a straight line and thus derailing when the tonnage exceeds the wheel/flange/rails ability to keep the cars tracking around the curve.
[quote user="n012944"] [quote user="schlimm"][quote user="n012944"] [quote user="henry6"]And one of the things that I am saying is that the whole transportation systems has to be revised and integrated and portioned and partitioned and whatever else. Accept that we subsidize all the other forms of transportation and therefore, there should be no reason not to include rail. [/quote] Please show me where anyone here has argued that passenger rail is NOT subsidezed
The thing that gets me....we have derailed & damaged equipment that appears to be passenger equipment with serious crash inflicted damgage, however, there doesn't appear to be any track damge in the area. Something doesn't add up to me. The piece of equipment that barrels through the scene would appear to be derailed going through the scene. How it could have developed the speed that it goes through the area with, if it was in fact responding to the incident, opens a whole world of questions
[quote user="SCHHEAT"] YOUR WAY TOO SUSPICIOUS. I JUST COULD NOT BELIEVE THE CORNFIELD CREW CHANGES AND HOURS TO SET OUT A DAMAGED CREW CAR, OR DROP THE LEAD ENGINE AT GALESBURG AND COMMING IN 24 HRS LATE TO DENVER. WHAT'S TO SUE ABOUT. THE ACCIDENT WASN'T AMTRACKS FAULT, JUST THE DELAYS MADE NO SENSE. BY THE WAY I WORKED MANY YEARS IN ENGINE SERVICE FOR THE ROCK ISLAND, I'M NOT A MINIMALLY EDUCATED TEEN. ANYBODY LESS NERVOUS KNOW HAPPENED. [/quote] Quit shouting! (All caps
[quote user="Murphy Siding"] If BNSF did leave one locomotive behind, to either help move a big cut of loaded cars, or to charge the brake lines, wouldn't they have to leave a BNSF employee there to do operate their locomotive? I saw one of the elevator employees jump from the ladder of a moving grain car being pushed slowly by the trackmobile. A few minutes later, I saw a different elevator employee jump up onto the ladder of the same, moving cut of cars. [/quote] Railroads frequently
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