Start at mark 15:45 on the video..
https://www.youtube.com/watch?v=I2Tqgr7QWdU
since that is hand brake end , it might be cause of the wheel problem.
While we are discussing wheels - we heard what sounded like a flat wheel to us, today. It was really loud. Since we have a fairly good-sized yard and in the most populous end of the state, how did this get all the way into our territory without tripping a detector? Could it be that it was detected and they were waiting to get into Lincoln since we have a diesel shop? I really haven't heard anything that loud in several years.
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MookieWhile we are discussing wheels - we heard what sounded like a flat wheel to us, today. It was really loud. Since we have a fairly good-sized yard and in the most populous end of the state, how did this get all the way into our territory without tripping a detector? Could it be that it was detected and they were waiting to get into Lincoln since we have a diesel shop? I really haven't heard anything that loud in several years.
Just because a wheel has flat spot(s) doesn't necessarily mean those flat spots are bad enough to warrant shopping the car for a wheel change. My carriers WILD (Wheel Impact Load Detector) identifies 4 levels of flat spotted wheels. The 2 least signifigant levels warn the Car Inspectors to look the specific cars with those levels of defect special attention during normal inspections. The 3rd level gets communicated to the crew, the car can remain in the train and run at 30 MPH to the next terminal for set out. The 4th or worst level gets communicated to the crew to immediately stop their train and inspect the identified car - if the crew determines that the car can be moved, it is to be set off in the nearest available set off track and is not to be moved exceeding 10 MPH to the set off track.
The WILD detector is located on a primary coal movement route. The 3rd & 4th level detections are mostly on coal trains. It is the only WILD detector on my division.
In the days of jointed rail is was difficult to discern sound of the pounding of flat wheels from the sound of wheels normal pounding of rail joints. With welded rail being the norm today flat spots are easily heard.
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I've heard it said that if you can hear the flat spot more than seven cars away, it needs attention....
As Balt notes, the sized of the flat spot determines the action, ranging from none, through running at reduced speed, to setting the car out at the next opportunity (while proceding at very reduced speed).
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I remember that Ed Blysard once posted the rule about what size the flat spot has to be (one of a given size, two adjacent ones of smaller sizes) for the wheelset to be required to be gotten out of there.Keep in mind that the car itself will help determine the noise it makes. A loaded car will possibly klunk-klunk-klunk along (and you may feel it if you're close enough), but an empty car, particularly a coal gon or a tank car, will set up enough racket to, say, prompt a post to the Trains Forum.
Carl
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CShaveRRKeep in mind that the car itself will help determine the noise it makes. A loaded car will possibly klunk-klunk-klunk along (and you may feel it if you're close enough), but an empty car, particularly a coal gon or a tank car, will set up enough racket to, say, prompt a post to the Trains Forum.
And I was so busy looking at the wheels and trying to decide which car, I forgot to see if it was loaded or not. It was a freight car, but the details escape me. Heard it coming well before I actually saw the car.
CShaveRR I remember that Ed Blysard once posted the rule about what size the flat spot has to be (one of a given size, two adjacent ones of smaller sizes) for the wheelset to be required to be gotten out of there.Keep in mind that the car itself will help determine the noise it makes. A loaded car will possibly klunk-klunk-klunk along (and you may feel it if you're close enough), but an empty car, particularly a coal gon or a tank car, will set up enough racket to, say, prompt a post to the Trains Forum.
A flat spot 2 1/2 inches long or adjoing flat spots each at least 2 inches long.
Jeff
What I see on the wheels does not look like what I would call flat spots. It looks more like a continuous shelling of the tread related to rolling contact fatigue.
What I notice in the video is the variation in daylight flickering through the wheel-rail contact area, apparently due to the loss of wheel material variations around the wheel.
jeffhergert CShaveRR I remember that Ed Blysard once posted the rule about what size the flat spot has to be (one of a given size, two adjacent ones of smaller sizes) for the wheelset to be required to be gotten out of there.Keep in mind that the car itself will help determine the noise it makes. A loaded car will possibly klunk-klunk-klunk along (and you may feel it if you're close enough), but an empty car, particularly a coal gon or a tank car, will set up enough racket to, say, prompt a post to the Trains Forum. A flat spot 2 1/2 inches long or adjoing flat spots each at least 2 inches long. Jeff
That's why the industry is installing WILDS (wheel impact load detectors) these are stran gauged systems developed by Battell research to investigate cracked concrete ties on the NEC. AAR current rules allow (after much argument on peformance vs physical measurements) removal of wheels with a certain load level ( been ratching down) and wheels with a lower impact if the car is already on a rip track. The justification for the lower level removal as a wheel has never been observed as self healing. The impact only gets worse!
EuclidWhat I see on the wheels does not look like what I would call flat spots. It looks more like a continuous shelling of the tread related to rolling contact fatigue. What I notice in the video is the variation in daylight flickering through the wheel-rail contact area, apparently due to the loss of wheel material variations around the wheel.
It looks like what is termed 'built up tread' - where a stuck brake has been stuck long enough that the metalic elements of the brake shoe begin to transfer to the surface of the wheel tread (the tread has become hot enough to permit this transfered metal to stick and stay stuck). This condition will sometimes set off a WILD detector.
On my division, when the condition is observed, crews are not to move the car until a Car Department representative gets on site and issues appropriate instructions or takes remedial actions (using a hammer & chisel to chip the build up off the tread).
BaltACDIt looks like what is termed 'built up tread'...
I agree. Flat spots would look like - flat spots, and you'd get a "thunk," not the prolonged "bounce" you see in the video.
It sure looks like tread build up, (sprue and crude from the rail head where the car was moved with the brake applied and the wheel slid a lot…..) stuck to the wheel face…in fact, it looks like the wheel is sticking and sliding a little in the video also, as if the buildup is catching on the brake shoe.
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