Too bad these clowns haven't got the explanation to dynamic braking right yet!
.
....Well, I remembered to watch the extreme trains at 10 ET and it wasn't too bad. The Host was in a pretty good yelling mode for the first part of the show but overall I sat thru it without much trouble.
Really not too much interested in some of the side trips they took but won't complain. I won by remembering to watch it.
Quentin
Well I just got done watching episode 4, which was about Union Pacific's Ice Cold Express. While still quite a bit better than the first two episodes, this one wasn't nearly as good as the Acela one. Matt seemed to be a little more like he was in the first two episodes, but I still think he's calmed down a lot. At least he's not yelling almost every second. And another thing I liked about this episode, like the Acela episode, quite a bit more of the shots of the trains were shown in real time, like they should be. There also were a lot of interesting subjects, like the refrigerator car warehouse, and the discussion of the train's slack forces. The train simulator segment was pretty cool, too.
Though, there were a number of problems with this show. Probably the most noticable problem was that they spent way too much time in Oregon and Idaho. So much time, that they only showed Nebraska for a few seconds and completely left out Iowa and Illinois. Contrary to what some people might think, Iowa and Illinois ARE NOT boring! Not only that, they completely left out the whole rest of the trip across the east! And--most ordinary people watching this show probably think that the Union Pacific took the train all the way across to New York. Maybe...maybe the same engines went all the way, but the train was certainly operated by another railroad, because there are no UP tracks east of Chicago. So, was the train hauled the rest of the way by CSX or NS? Maybe someone on here knows, but nobody watching this program would. And, once again, they had a problem sticking with their train. While it was apparent most of the show that they were riding on a train with GEVO's on the point, sometimes their refrigerated train mysterioulsy turned into an autorack train led by an SD70ACe, or a coal train led by AC4400CW's, or a stack train led by SD70M's (they were even riding on the SD70M for a second). Not that annoying, but, is it that hard to stick to one train?
All and all it wasn't as bad as the first two, but still not nearly as good as the Acela Express episode, and I think their problem with the three freight train episodes is that they try to cram a little too much into one show. I think if they made this show into a two-parter, it would have been fine. Hopefully the next four episodes will be better.
Pretty much concur with SchemerBob above, esp. his 2nd paragraph - what, you didn't know that Nebraska was right next to New York without going past Chicago ?
Yeah, better, but still not great, or as good as it could be without being boring. How many times did we hear "It has to go 2,700 miles in 5 days" or similar, and how if anything happens it'll be "fruit salad" or similar ? Had to be at least a half-dozen on the 1st, and 3 or 4 times on the 2nd. Wears a little thin after the 1st time or two.
Why don't they put this show on earlier in the evening when its evident target audience - 10 to 14 year olds - can still watch it on a school night ? Or, put it on Sat. morning with the other cartoons. [sarcasm]
I did like the wheel change segment, too, but again they left out some of the most interesting parts - like how the wheel/axle assembly fits into the truck, how the truck is connected to the car, showing how high the car or truck was actually lifted to roll the axle out and back in again, etc.
Matt still needs to take his meds. But I wonder, how was he selected ? Were there auditions or screen tests (or whatever they call it) for this role ? Or, was he chosen by who he knows / nepotism ? Maybe he actually knows better, but "aced" the "Follows directions well" portion of the screen test, so that's why he was selected and is doing it that way.
Well, better this than some of the other drivel or pablum that's out there. But, oh for what might have been . . .
- Paul North.
There's an entire thread/forum subject on this train that goes back to the trains inception in the summer/fall of '06. If you search for it under "Railex" you should be able to find it.
On the UP it's train Z-WASKP-[origin date] (high priority Wallula, WA to Selkirk, NY perishable). CSX takes the train east of Chicago to the Railex facility at Rotterdam, NY. I'm not sure what the CSX train symbol is. One other thing that this show didn't mention is that the train is a once a week train (last I heard).
Like a few other here I agree that too much time was spent in Oregon/Washington - although the Blue Mountains are some very nice scenery. Did anybody really expect the host to ride the train for five days all the way from Washington to upsate New York?
CC
Can you imagine being the hapless, hyped up host of this juvenile show for adults and then returning to your job as a conductor to face the consequences from your peers? The whole format is still terminally unfocused, it jumps to other "extreme" aspects of railroading, or even Steam Town due to the fact that dragging a freight across the rails is largely as fascinating as watching grass grow. Hence, zooming trains at hyper speed. The over compensation of the director hyping the hosts behavior as over compensation for the "conveyor belt" uniformity of railroading today (in the public eyes ) to inject a "wow" factor is still pathetic as ever. A better format would be to break down episodes down into the real world of locomotives, dispatching, Grand Central etc and use real railroaders who more than capable of describing what they do. We could all do a better job ourselves...less "Hollywood" and more gritty reality as in the other shows of this ilk.Follow a railroader, or a group of them around as in "Most Dangerous Catch" or others...maybe the truth is it would be boring, but anything is better than this.
Nothing is more fairly distributed than common sense: no one thinks he needs more of it than he already has.
wallyworld Can you imagine being the hapless, hyped up host of this juvenile show for adults and then returning to your job as a conductor to face the consequences from your peers?
Can you imagine being the hapless, hyped up host of this juvenile show for adults and then returning to your job as a conductor to face the consequences from your peers?
Yeah, but he's probably laughing all the way to the bank....
While I haven't yet seen the 4th episode(I might get to it tonight), I was wondering, could it be just that other than on the Acela, Everything is so loud so he is compensating,and the sound guys just didn't realize or care to tell him that he didn't have to yell?
RJ
"Something hidden, Go and find it. Go and look behind the ranges, Something lost behind the ranges. Lost and waiting for you. Go." The Explorers - Rudyard Kipling
http://sweetwater-photography.com/
Speaking of mini-Wyo...
Wyoming was another state that was minimized (well, actually ignored) in telling the story of this train.
The wheel changeout thing was just wrong. They kept quoting a figure of 30 tons for the weight of the car. That would suggest that the car wasn't on the perishable train, but instead perhaps on the returning empties. And even then the weight was low for one of those reefers.
And what on earth does cleaning out a firebox have to do with anything?
Comment was made that the train had entered Nebraska, where they'd be using some "real high-tech track". It must have been, because during the time it took to air the commercials, they got all the way to Schenectady!
As others have mentioned, the show could have been so much more. Don't you think an engaged public would like to know that there's an observation tower in North Platte, the biggest yard in the country, through which this train passes? They could have given ol' Traveling Matt (bonus points if you tell me where that name came from!) a chance to build the new bridge in Iowa, also along the train's route. And, even if sponsor CSX wouldn't let him ride the train over its portion of the haul, it should have been explained that two railroads, not one, team up to perform this operation. Could have been hinted at with a dramatic curve off our main line onto the Rockwell Sub as it heads away from the UP.
(For Schemer Bob, yes, UP power handles the train all the way in both directions.)
I found the speeded-up segments a little jarring--especially after they're talking about draft and buff forces!
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
CShaveRRSpeaking of mini-Wyo... Wyoming was another state that was minimized (well, actually ignored) in telling the story of this train.
I said that right after the Coal Train episode! What good is a show on coal trains without going to the PRB!
Am I the only one who noticed that Matt said "Until the EARLY part of the 20th Century, steam locomotives were used to pull trains."
The man is supposed to be a conductor and he got THAT wrong.
Reality TV is to reality, what Professional Wrestling is to Professional Brain Surgery.
cc
One other thing that this show didn't mention is that the train is a once a week train (last I heard).
I did see most of the last episode, which was the first episode I've watched. It was pretty interesting but the narrator was a tad annoying. I suppose he has to be fired-up about his presentation which is understandable, but he could dial it back a bit.
Nope, the WRITERS got it wrong (and I caught the error as well). Essentially the hosts of most of these shows are actors reading off a script...Another board I frequent has some members who work for the same RR as Mr. Brown and speak highly of him as a person and coworker (although I myself am less than impressed by his hosting style)...
"I Often Dream of Trains"-From the Album of the Same Name by Robyn Hitchcock
miniwyoCShaveRRSpeaking of mini-Wyo... Wyoming was another state that was minimized (well, actually ignored) in telling the story of this train. I said that right after the Coal Train episode! What good is a show on coal trains without going to the PRB!
So I just saw the Fruit Express episode..... and it actually has me a bit agitated.... The route from Pocatello to Granger is really some of the prettiest country through the south end of the Wyoming range. I can't believe they just skipped over that....
Mike Rowe would have been a perfect host, and they shouldve done the EXTREMES, from mine to dock (i.e BNSF Coal and Missabe Taconite) Port to Store (Intermodel) or something like hat.
Mechanical Department "No no that's fine shove that 20 pound set all around the yard... those shoes aren't hell and a half to change..."
The Missabe Road: Safety First
ButchKnouse Am I the only one who noticed that Matt said "Until the EARLY part of the 20th Century, steam locomotives were used to pull trains." The man is supposed to be a conductor and he got THAT wrong.
Well the Dan Patch Electric Lines used diesels ("oil electrics" back then) for freight service beginning in 1908 or so in Minnesota. IIRC they didn't own a steam engine until after they were reorganized as the Minneapolis Northfield and Southern in 1918. The first true diesels showed up around 1925, with standardized production models coming along in the 1930's.
As far as the show itself, I wish they would show what they were showing...if that makes sense. I mean, they say they're going past something - an engine repair facility for example - and instead of showing it they show him standing in front of one little part of it. Let's see what it looks like on the outside, get an idea of it's size, and then inside to see what they do. Kinda like what they did with Horseshoe Curve - I'd like to have seen some shots of trains going around the curve, not shots of the host in the cab yelling "WOW THIS IS REALLY NEAT".
Also, I think they are forcing the steam stuff in there a bit where it's not really relevant. I'd rather see them put them together and do an episode on just steam, showing how they were maintained by shooting at Steamworld and maybe including some runs with say UP 3985 - hey, the world's largest operating steam engine has to qualify as an "extreme train" doesn't it??
Well train lovers,
Ive watched all of the episodes so far and I believe Matt has calmed down. He didnt seem as wond up like he did on the first two shows..As far the other details,I thot the shots of the scrap yard and cleaning out the fire box should have been on another type show like Dity Jobs or something..(BTW they showed the same clip in last weeks show)I did watch the locomotives very close and saw that 5314 brought the train to its destination,so Im asuming that the same pwr stayed on the train the entire route..
Stayed tuned kids, there's more EXTREME TRAINS to come !
Freight Trains is on Modern Marvels as I type this, and repeats at 2:00am EST - set your DVR's!
aegrotatioThis show is doing an exceptional job in educating the casual observer of what trains are and how they work. As a sometime railfan, the maintenance-of-way segments always interest me greatly. Explaining the terms of art and talking with the crews makes it interesting for casual non-railfans. I notice that on the long hauls he never mentions crew changes, nor does he interview (and you don't see) the new crew at the end of a run that exceeds 8 hours.
I too found the track story interesting being an old MOW man myself..Also there were several crew changes on these episodes that they dont dicuss,rather put something like the welded rail,scrap yds and cleaning out steam engine boilers ...
I just watched the Modern Marvels and realized I don't know something. There aren't any hump yards around here, so I never thought about it.
When they push them over the hump, how come the brakes on the humped car don't lock down as soon as the air line seperates?
I agree. In these shows Matt should of explained what crew districts are and that unlike truckers train crew don't stay with their charges for the entire length of a trip on long distance hauls.
He should explain that CSX handles the train from Chicago to Selkirk and Rotterdam NY. Maybe show thw hand off in Chicago and set a couple of trackside shots of the train on the B&O main through Indiana and Ohio and also on the "Water Level Route" through upstate NY they could secure a cabride on CSX.
The Steamtown shots were irrelavent to the subject. If he wanted to show how RR's are ecofriendly he should explain the different contemporary model of locomotives like the GEVO's
ButchKnouseI just watched the Modern Marvels and realized I don't know something. There aren't any hump yards around here, so I never thought about it. When they push them over the hump, how come the brakes on the humped car don't lock down as soon as the air line seperates?
Because the train goes into the receiving yard first, where the cars are inspected and the brake system is bled off (at least we hope so).
Until his retiring day, we never let one guy forget what happened when he cut the air in on a track in the receiving yard before pulling it up to the hump. When he cut off the engine...Wham! He had to walk the entire 70-some cars, bleeding them off.
CShaveRR ButchKnouseI just watched the Modern Marvels and realized I don't know something. There aren't any hump yards around here, so I never thought about it. When they push them over the hump, how come the brakes on the humped car don't lock down as soon as the air line seperates? Because the train goes into the receiving yard first, where the cars are inspected and the brake system is bled off (at least we hope so). Until his retiring day, we never let one guy forget what happened when he cut the air in on a track in the receiving yard before pulling it up to the hump. When he cut off the engine...Wham! He had to walk the entire 70-some cars, bleeding them off.
In a Hump Yard
When your humping cars,I didnt think the air hoses are even connected? Making up trains and sending a car here and a car there dont make since to connect the hoses til you got your train built.. The retarder slows the car enough that it wont damage the others ...I thot..Am I misinformed on this?
Let's try this again...
A train from off the main line comes in to the receiving yard, where it is inspected and bled off before it goes to the hump (this holds true no matter how many receiving-yard tracks a longer train takes). No reason to break the trainline in the receiving yard, beyond cuts made to the train to double it, remove blocks, etc.
The cars go up to the hump lead with no air cut into them (in most cases--except for things like the frustratingly hilarious situation I previously mentioned). The cars could be shoved out, or, if necessary, pulled up the lead and left for either the same power or another hump set to tie on. No air in the train line, but still no need to break the hoses.
When the humping begins, the pin-puller makes the required cuts, and as the car breaks away, the air hoses separate of their own accord. No air in the system, so nothing untoward happens.
The cars roll down, are retarded, and join other cars of the same classification on a bowl track. Air hoses are generally not made, unless a multiple-car cut has come off the hump.
A pulldown job (called a "trim" job in nearly every yard except mine) couples the track and pulls the cars to the departure yard (often more than one track is taken out of the bowl, thus building a train with its separate blocks of cars). Some hoses are made to provide stopping power for the yard move, but most are still left separated.
In the departure yard, the cuts are inspected, usually with "yard air" connected, and the hoses made as the inspectors move along the cut. After the inspection, the yard air is left on, building up the pressure in the trainline somewhat, saving time for the crew of the soon-to-depart road train.
When the road (or transfer) power ties on, they pump the air up to the desired trainline pressure, then conduct a brake test before departing.
As I've said in this Forum a few times before, in a hump yard, air is the enemy. There's no real need for it from the time the road power cuts off until the road power ties on. Whether the hoses are connected or not in any part of the operation from the receiving yard until the pre-departure inspections is of no importance. Nobody has to work at disconnecting them, so nobody does.
(I work in a hump yard from time to time, usually about 40 hours a week.)
I watched my first, maybe my last episode tonight. There's nothing EXTREME about the program except the contortions of the host barking at a camera that seems to be operated by a submerged groundhog. What a lame, lame piece of schlock!
CShaveRRWhether the hoses are connected or not in any part of the operation from the receiving yard until the pre-departure inspections is of no importance. Nobody has to work at disconnecting them, so nobody does.
Carl, haven't really followed this thread but after reading your post, I wonder what is the positive assurance that all brake line hoses are really connected when a made up train is about ready to travel.....? With no air in cars reserve tanks....and then when all are connected to a made up train what is to prevent a block of cars {mistakenly}, to not have a charged air line....? } i e .....an air hose not connected....
Hi Quentin,
I'm not a working Rail, but my understanding is that an uncoupled glad hand with the angle valve open, would not allow the air in the train line to build up, which the engineer would see on a gauge in the cab.
If an angle valve was closed mid train, the train line would build pressure to that point, but most FREDs also communicate train line pressure to the cab, so the engineer would again be aware that the train needs be inspected again, which a disconnected glad hand should have been caught in the initial train inspection.
Doug
May your flanges always stay BETWEEN the rails
challenger3980 I'm not a working Rail, but my understanding is that an uncoupled glad hand with the angle valve open, would not allow the air in the train line to build up, which the engineer would see on a gauge in the cab.
Hi Doug:
Could the angle valve be in the closed position and charge the train...{most of it}, and then leave some without a charged air line, but also, without a charged reserve tank and still allow the cars to move......?
Our community is FREE to join. To participate you must either login or register for an account.