Murphy Siding Lithonia Operator SD70Dude CN used to unload the rail by anchoring it to a second locomotive behind the rail train, and then having the lead locomotive pull the train ahead slowly. That practice ended after a string got away and smashed into the rear locomotive's cab, killing the Engineer. I'm having trouble envisioning this. What would cause a string to move back towards the "anchor" locomotive? Some kind of stretch-then-recoil force? And an add-on question. How do they do it differently now? I presume they put in a buffer car or two?
Lithonia Operator SD70Dude CN used to unload the rail by anchoring it to a second locomotive behind the rail train, and then having the lead locomotive pull the train ahead slowly. That practice ended after a string got away and smashed into the rear locomotive's cab, killing the Engineer. I'm having trouble envisioning this. What would cause a string to move back towards the "anchor" locomotive? Some kind of stretch-then-recoil force?
SD70Dude CN used to unload the rail by anchoring it to a second locomotive behind the rail train, and then having the lead locomotive pull the train ahead slowly. That practice ended after a string got away and smashed into the rear locomotive's cab, killing the Engineer.
And an add-on question. How do they do it differently now? I presume they put in a buffer car or two?
CSX uses a 'threader car' on one end of their rail trains for use in loading and unloading the trains in the field. The rail trains must be operated with the threader car on the 'right' end for the work the train is to perform at its designated location(s).
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Lithonia OperatorI'm having trouble envisioning this. What would cause a string to move back towards the "anchor" locomotive? Some kind of stretch-then-recoil force?
I'm pretty sure the rails are on rollers. If there is no way to restrict their movement, once they get rolling, they're going to continue rolling (each rail weighs ~25 tons, depending on weight). Once the rail begins moving, game on. (Newton, and all that)
Add the possibility of a slight grade and you've compounded the problem.
I would imagine the car that Balt mentions has some method of clamping on the rail to stop its movement.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
The rail trains have a way of 'tying' down the rail for movement. It stops the rail from coming off the train, but allows some 'flex' room for going around curves. Still, they do use a buffer car just in case the tie down fails.
One time I had a loaded rail train that was just passing through our area. Train managment called and asked what we showed for an air slip, where the last location was at. We told them the location on the slip, which was also what showed on our paperwork and in the computer system. They were afraid of that, it needed an intermediate inspection and test. (A 'thousand miler' test.)
We pulled into the old CNW yard at Council Bluffs. A car man got on and asked what do we do if he finds something? I just shrugged. What he meant was that finding something out of regulation on one car that can't be repaired in place could sideline the whole train. You can't just set out an offending car, for reasons obvious in Balt's picture.
He started the test and inspection. It wasn't long before he called another car man. He said to bring a lot of brake shoes, about all he could find. Eventually, they finished the test and inspection, lifted the blue flags and gave us a new air slip and we were on our way.
Jeff
There is a 'lock' car near the middle of the train - rails are locked into position on that car and that car alone. All the other cars in the train have roller or slider systems that will let the rails move in their assigned channels on those cars as necessary when traversing curves. When time comes to unload the rails, the suitable lock on the particular rail is released and the rail is unloaded as MofW desires. Rails will be unlocked one or two at a time in concert with MofW's unloading program.
When rails are loaded, they are threaded through specific empty channels and when completed, the rail will be locked down on the 'lock' car.
jeffhergert The rail trains have a way of 'tying' down the rail for movement. It stops the rail from coming off the train, but allows some 'flex' room for going around curves. Still, they do use a buffer car just in case the tie down fails. One time I had a loaded rail train that was just passing through our area. Train managment called and asked what we showed for an air slip, where the last location was at. We told them the location on the slip, which was also what showed on our paperwork and in the computer system. They were afraid of that, it needed an intermediate inspection and test. (A 'thousand miler' test.) We pulled into the old CNW yard at Council Bluffs. A car man got on and asked what do we do if he finds something? I just shrugged. What he meant was that finding something out of regulation on one car that can't be repaired in place could sideline the whole train. You can't just set out an offending car, for reasons obvious in Balt's picture. He started the test and inspection. It wasn't long before he called another car man. He said to bring a lot of brake shoes, about all he could find. Eventually, they finished the test and inspection, lifted the blue flags and gave us a new air slip and we were on our way. Jeff
Thanks to Chris / CopCarSS for my avatar.
On the UP, loaded rail trains are limited to 40 m.p.h. (empties to 50). This was as of 2016.
Carl
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CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
Murphy SidingOr maybe limited in speed around certain corners? The one rail train I saw locally was going slow through town and screeching around a corner.
As an example, the transfers (wyes) at Deshler are limited to 10 mph for all trains.
Most trains (and especially heavily loaded cars) will squeal on such tight curves. Has to do with the solid axles.
BaltACD There is a 'lock' car near the middle of the train - rails are locked into position on that car and that car alone. All the other cars in the train have roller or slider systems that will let the rails move in their assigned channels on those cars as necessary when traversing curves. When time comes to unload the rails, the suitable lock on the particular rail is released and the rail is unloaded as MofW desires. Rails will be unlocked one or two at a time in concert with MofW's unloading program. When rails are loaded, they are threaded through specific empty channels and when completed, the rail will be locked down on the 'lock' car.
The following linked site is from a HERZOG Co. site and has a lot of photos of what they describe as their R.U.M. [Rail Unloading Machine] It shows a lot of clear photos of the truck mounted machine and also sows some of the processes involved in the unloading of CWR and a pretty good ophoto of that 'Lock Car' described in this Thread.
See linked site @ https://www.herzog.com/innovation/continuous-welded-rail-distribution-machine/
I have witnessed this CWR operation unloading around here, a couple of times, on BNSF in Wichita area.
The rail unloading machines are a recent (last 10 years) creation. I'm still surprised they have any capability to move a loaded rail train. There are quite a few unemployed power threaders and rail unloading sets (3-car) hanging around Pueblo [Baxter] looking for work.
Most rail trains have two tie-down cars and only one is used (the other is for mini-rail train use and unusual circumstances). "Cages" on the end cars will set off strobe lights to stop the train if touched by a loose rail that normally would clear the cage doors by six feet. Most tie down cars use 16 bolts/nuts per rail to hold the rail in place. Tie down cars have air impact wrenches that run off train air plus small generators for lights, etc.
Most of the rail racks are friction only (greased before loading) and rollers about every 4th or 5th rack (frequently rust seized)...
Most of the buffer cars for these rascals are old reefer cars filled with sawdust and old woodchips....OK until the soft creme filling gets wet in a leaky car and festers for a while in the heat -
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