mudchickenThe inevitable whining from operating officials and dispatchers comes with every geometry car run.
I had the opportunity to ride with the FRA geometry car on our line a few years ago. Our line is dead end, of course. One of the technicians told me that although they test on the way "in," the run "for the record" is done on the way out, so they don't end up trapping themselves should they discover a condemnable situation.
We didn't back up and re-run over any sections, but did stop once for a physical inspection of a questionable spot.
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...
Dynamic loading while testing generally requires the inertia of the heaviest load moving at track speed to create the greatest chance of finding an emerging track defect. You try to place the sensors in the train where the greatest deviations are expected to be found from mechanical forces..
ATSF predecessor Car-85 often would stop and back-up and test again if something caught the interest of people on the car. With the dispatcher and track forces situation now, I'm not sure that happens any more.
mudchicken (1) Weight .... tonnage inducing rail cant etc. (there are two optical measurement systems on the thing ... the era of "curb feelers" has long since passed. The sensor array is spread out through the train. (2) Signal considerations (# of axles at the crossing) (3) Computers, tool / workroom/ computers / battery banks/ the back observation room, plotters-printers, potty and small kitchen (oreo dispenser) pretty much fill up the bi-level. Offices, extra people waiting space, on-board generator, store-room, communications room, colored-grease compressor etc take up the second car plus a measurement frame underneath. Not used to seeing a third car. (where they put know-it-all operating people and badly performing roadmasters in time-out? rubber-room?)
(1) Weight .... tonnage inducing rail cant etc. (there are two optical measurement systems on the thing ... the era of "curb feelers" has long since passed. The sensor array is spread out through the train.
(2) Signal considerations (# of axles at the crossing)
(3) Computers, tool / workroom/ computers / battery banks/ the back observation room, plotters-printers, potty and small kitchen (oreo dispenser) pretty much fill up the bi-level. Offices, extra people waiting space, on-board generator, store-room, communications room, colored-grease compressor etc take up the second car plus a measurement frame underneath. Not used to seeing a third car. (where they put know-it-all operating people and badly performing roadmasters in time-out? rubber-room?)
Thanks to Chris / CopCarSS for my avatar.
BaltACD
Class 1 Main Lines are tested in more ways and more often than they have ever been in the history of railroading. Between the railroads own testing and the FRA testing.
When I hired out in 1965 - seeing a Sperry Car traverse the territory once a year was considered adequate testing. Now that would be laughable.
Never too old to have a happy childhood!
Overmod Wasn't there at least one SD unit that was rebuilt as track-geometry diagnostic equipment? Wouldn't be an SD70, though.
Wasn't there at least one SD unit that was rebuilt as track-geometry diagnostic equipment?
Wouldn't be an SD70, though.
I can't speak to any BNSF reasonings.
On CSX the Track Geometry Car had a particular assigned locomotive that was being used for over 25 years prior to my retirement. However, when the TGC was operated over the RF&P Subdivision a 'train control' locomotive had to be attached to the head end for the trip since the assigned locomotive was not equipped with the appropriate train control equipment. Since I have retired, PSR has overtaken the company and PTC has been implemented on the RF&P Sub as well as the entire I-95 corridor. I suspect the TGC's assigned engine has been equipped for PTC operation but I don't know it for a fact.
Power balancing? Or maybe it's heading to a dead end line that doesn't have a way to turn the power?
Greetings from Alberta
-an Articulate Malcontent
I saw an interesting train in town today. It was a BNSF train that said it was their measurement and standards train. It was made up of two passenger cars and a bi-level type passenger car that had a few big windows.
A couple questions- It had 2 SD70's pulling it. Why so much power for 3 cars? Would the bi-level car be the sleeping quarters for the crew? I can't imagine the logistics of getting a crew to a motel every night for a train wandering the upper plains.
Our community is FREE to join. To participate you must either login or register for an account.