zugmann There has to be a better way to make money. I'm so sick of this crap.
There has to be a better way to make money.
I'm so sick of this crap.
Yeah. Unfortunately, folks tend to frown on armed robbery...
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...
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
I recently got DSL after 20 years of dial-up, WOW, what a difference! Because of this development, I have been looking at Trackside with Trains and in vol. 152 "Overcast" I have a question. What type of car is the third car in Andy's photograph? The fourth car looks like a scale test car to me, but I can not quite make out what the third car is. Any help is appreciated.
James
WMNB4THRTL Fantastic, thanks guys! Paul, any chance you caught my (?) re: measuring track gauge? I'm particularly interested in how tourist RR's do it. Thanks.
Fantastic, thanks guys!
Paul, any chance you caught my (?) re: measuring track gauge? I'm particularly interested in how tourist RR's do it. Thanks.
This outfit (not an endorsement - just a handy source of the image) sells a guage to measure track guage. Pretty simple, and we have a wooden version from years ago hanging in our station.
The FRA also pays us a visit with their track analysis vehicle from time to time, and did, in fact, find a spot that was out-of-guage during a visit last year.
A frosty "good morning" from WI. I have a couple pictures from yesterday in Nee-haw (slang for Neenah) that don't quite merit their own thread. Don't worry-I'll use links instead of pictures to keep it simple.
Dan
Nance-CCABW/LEI
“Even if you are on the right track, you’ll get run over if you just sit there.” --Will Rogers
Whether you think you can, or you think you can't, you're right! --unknown
WMNB4THRTL Great; thanks. That would be very helpful if anyone has a photo of that. [snip]
See these links for some photos (not mine):
http://www.centurygrp.com/Images/Interior/xings/custom/custom02-650.jpg
http://www.translationdirectory.com/glossaries/glossary256.php - under "Diamond", about 1/4 of the way down that page
http://en.wikipedia.org/wiki/Diamond_crossing , which specifically mentions the Rochelle Railroad Park diamonds/ frogs under discussion here
http://www.flickr.com/photos/nicksuydam/2399255516/sizes/m/in/photostream/ - shot of Rochelle diamonds, before installation in 2008 ?
http://nwinrhs.com/photos/poty/2005/bnsfwagner_savanna_wales.jpg
- Paul North.
Great; thanks. That would be very helpful if anyone has a photo of that.
As I'm going back through everything, this is really 'bugging' me, too. Why is it that a diesel will handle differently every time you take her out. Like on an am run, it behaves or responds (or not) one way, but on the pm run, it's quite a lot different. I'm thinking humidity, engine fluids being cold, air temp., veh temp (sitting for 4 hours might not be like sitting overnight or a couple days), poss. even the rails being cold in the am but warming up in the sun? Are these viable ideas? I'm sure there are others.
A crossing basically consists of four switch frogs, except that the angles are usually less acute. The gap in the rails at these frogs is only a couple of inches at most, just enough for the flanges on the opposing route to pass through. Perhaps someone can post a detail shot of a crossing diamond for you.
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)
Hhmmm, so the rails are 'broken,' or they 'stop' to let the other rails pass through them? Or...? I've never seen anything like this. The intersection itself is what I'm so puzzled by. How could rails come together at that angle and yet remain intact for use?
I'm not sure what you can't visualize there, Nance. Each railroad has two tracks there, and the crossings make a fairly sharp angle.
Here's a down-on look at Rochelle, courtesy of Google Maps:
http://maps.google.com/maps?q=rochelle+illinois&oe=utf-8&rls=org.mozilla:en-US:official&client=firefox-a&um=1&ie=UTF-8&hq=&hnear=Rochelle,+IL&gl=us&ei=1Q5TTZGZJITGlQfVyIC-Cg&sa=X&oi=geocode_result&ct=image&resnum=1&ved=0CBsQ8gEwAA
The camera is on top of the brown rectangular building just to the right of the crossing, and you are looking toward the left side of the picture. I hope this works, and helps!
Hi, me again. I've been watching the Rochelle webcam some but I can't for the life of me picture or figure out how on earth two tracks could cross like that??!! Anybody got a picture of such a spot, not necessarily there, and of course, an explanation would be great, too!!
Cool, thanks!
I was a native of Michigan and a member of the C&OHS before I moved to Chicago. The C&O was a very fascinating railroad (and at one point in a lot better shape) compared to C&NW, and we traveled from one end of that line to the other at one time or another getting to know it. I curtailed my involvement with C&OHS due to "political" reasons, but want to stay involved with this book's reprinting, since my name's on it.
Carl, if you don't mind my asking, how did a former CNW/UP man end up writing a book on the C&O?
A backwards approach to answering your question:
Accepted (or should I say "required" procedure for breaking away from a standing cut of cars is to close the anglecock on the last car before the break, but not on the car you're breaking away from. When the hoses part, all of the air is dumped from the trainline in the standing cars, replicating an emergency application from the locomotive, and fully applying the brakes on the standing cars.
Bottling the air means to close both the anglecock on the cars you're taking with you and on the standing cut. This means that if the engineer had made a 20 pound reduction in the train line, the standing cars would still have that 70 pounds instead of zero in their train line.
This can cause a problem if the air leaks off just so (backwards from a car's brakes into the trainline), as the brakes will release - possibly not a good thing, especially if the crew was depending on that 20 pound set to hold the cars (instead of doing what they should do - set handbrakes).
An emergency application is somewhat less likely to release that way, and since the trainline is open to the atmosphere, there's no way the pressure can increase in it.
I hope Ray is okay--it's been pretty cold out in South Dakota, and I haven't seen any recent updates to "What happened today in Railroad History".
It's cold here, too--shortly we're venturing out for the first time since Sunday. It was down near zero this morning, and should go below zero tonight. They're predicting a warmup by the weekend, but it comes with a flaky price on its head.
So, I stay indoors and get some research done...except that I came across some challenging old (2007) sightings today involving former Soo Line aluminum covered hopper cars and at least four of the cars' subsequent operators. It's taken all morning just to get as much as I can done. I'll be checking another source for more information but until that comes, I'll just move on.
Plans are afoot for a vacation trip in early April. It involves a quilters' convention in Cincinnati (motel by the tracks already reserved!), and will be extended to visit, among other places, Roanoke (museums) and Clifton Forge (C&O Historical Society archives--one of my books may be reissued!). There's a coverlet museum in Pennsylvania that is strategically positioned between Clifton Forge and Altoona...and since Altoona to Chicago in one day is pushing it, we might spend a night in the Toledo-Fostoria area. I think a good, healthy retirement is tailor-made for trips like this!
WMNB4THRTLI'm going back over some aspects about air brakes. I've seen where a rule says, "Bottling or canning of air is prohibited." Just what is that and why is it prohibited?
Basically this is an attempt to keep the trainline charged without a source of air (yard air or locomotive) by turning the anglecocks at both ends of a cut of cars with air still in the system. It was done on some occasions to reduce the amount of time consumed in pumping up the air. If it's being done to keep the brakes released, it's just not safe. And if you want brakes applied, just allow the air to "dump" when the hoses separate.
Good afternoon, all.
I'm going back over some aspects about air brakes. I've seen where a rule says, "Bottling or canning of air is prohibited." Just what is that and why is it prohibited?
Thanks.
WMNB4THRTL 3. I know that steam roads have to drain their boilers if not in use for a period of time? How long is that, days, weeks? That's to prevent rust, right?
3. I know that steam roads have to drain their boilers if not in use for a period of time? How long is that, days, weeks? That's to prevent rust, right?
Well, I got this answer through a personal contact. If anyone is interested, I'd be happy to post it and/or PM it to them. Many thanks for all the help.
WMNB4THRTL 2. How does a RR set out a bad car if they are in the middle of nowhere and not near a siding? Do they just have to 'drag' it along until they are in a good spot?
2. How does a RR set out a bad car if they are in the middle of nowhere and not near a siding? Do they just have to 'drag' it along until they are in a good spot?
Especially fun if one is dealing with a business-end drawbar extraction.
tree68 WMNB4THRTL: 1. Are the ditch lights the ones that alternately flash? (called 'wig-wag' headlights on an emergency vehicle, I think.) Yes, and no. The lights that form the bottom corners of the triangle are technically auxiliary lights. Some railroads use them in flash mode, some don't. The idea is to have an easily identifiable sign that there's a train coming. Auxiliary lights are often referred to as ditch lights, however. Ditch lights, a Canadian innovation IIRC, actually point across the track into the opposite ditch. I know of one locomotive that has both ditch and auxiliary lights, for a total of five.
WMNB4THRTL: 1. Are the ditch lights the ones that alternately flash? (called 'wig-wag' headlights on an emergency vehicle, I think.)
1. Are the ditch lights the ones that alternately flash? (called 'wig-wag' headlights on an emergency vehicle, I think.)
Yes, and no. The lights that form the bottom corners of the triangle are technically auxiliary lights. Some railroads use them in flash mode, some don't. The idea is to have an easily identifiable sign that there's a train coming.
Auxiliary lights are often referred to as ditch lights, however.
Ditch lights, a Canadian innovation IIRC, actually point across the track into the opposite ditch. I know of one locomotive that has both ditch and auxiliary lights, for a total of five.
I'll chime in here with an example, courtesy of Canadian National (CN) & British Columbia Railways (BCOL). Each picture is clickable should you desire to see it larger. BCOL units have double ditchlights because of the canyons in British Columbia where visibility was at a premium. In the pictures of the same unit below (BCOL 4625; GE C40-8M) you can see the angles the lights are at. The first picture shows a little more 'flare' from the top/left light than the bottom/left light. It's aimed more across the tracks (towards engineer's side) than the bottom light. The right side lights are just the opposite. The bottom picture is more of a 'profile' view.
These lights are on all BCOL units that I've seen trackside.
jeffhergert Since signals are railroad specific, I can't guarantee this will work for every railroad. There are some signals that are the same, and some that aren't. Jeff
Since signals are railroad specific, I can't guarantee this will work for every railroad. There are some signals that are the same, and some that aren't.
Jeff
By the way, Nance, you have much more readily available information than I had when I began to take an interest in railroading. Back then, I relied on what was published in Trains and what I found in the few books I was able to purchase. You have the wealth of information that people who are immersed in the work and others, who have learned during the years that they have been fascinated by this means of transportation, are willing to share. I also learned directly from the men in the industry whom I was privileged to meet, especially when I began playing with the 12 inch to one foot scale railroad (I had no railroad to play with when I was little, but had to wait until I grew up to play).
Johnny
Oops, got so excited, I forgot to post my questions!
1. Is there a special tool for measuring track gauge, I imagine? What is it, etc? (Paul, sorry if we touched on this a while I ago, I can't remember it.)
Thank you, thank you!!
I'm currently working my way through all the posted 'Ask Trains' sections. When what to my wondering eyes should appear:
Q Are ditch lights required by federal law, or are they a railroad safety requirement? What are the rules regarding the installation and use of ditch lights? Must historic engines also have ditch lights? -- Frank Harrell Jr., Fairburn, Ga.A Ditch lights or auxiliary lights are required by federal law, and the basic requirements can be found in Part 229 of the Code of Federal Regulations. As of Dec. 31, 1997, any locomotive operating in the lead position at a speed greater than 20 mph over at least one public grade crossing requires ditch lights.Basically, ditch lights - or auxiliary lights in federal parlance - must form a triangle with the locomotive's headlight with the base of the triangle sitting at least 36 inches above the railhead (24 inches for MU and control-cab locomotives). Furthermore, depending on the vertical distance from the headlight to the ditch lights, each ditch light must be spaced at least 36 inches apart (when the vertical distance is greater than 60 inches) or 60 inches apart (when the vertical distance is less than 60 inches). Whether or not ditch lights flash or burn steadily is up to each individual railroad. If they do flash, they must flash at a rate between 40 and 180 flashes per minute.Further, if a railroad decides to use flashing ditch lights on its locomotives, it isthe railroad's responsibility to develop standard procedures and operating rules for using the lights near grade crossings.Finally, a federal rule regarding auxiliary lights is in effect for historic locomotives not used in regular passenger or commuter service. Those built before Dec. 31, 1948, are exempt from the rule requiring ditch lights. Also, a locomotive equipped with oscillating lights that were ordered before Jan. 1, 1996, is considered to be in compliance with the federal regulations. -- Sayre C. Kos
(this was from 2/2008) Huh! How ironic. As a side note (is that a siding?! ), that same issue has 2 Q&A re: signals.
Wow, will I ever learn enough to feel like I know anything about all this?! I'm getting there but I never dreamed there was so much to all this--WHEW!!! Back to work, etc.
CShaveRR WMNB4THRTL: 4. Yard-limit board Trackside sign denoting the boundary of yard territory and rules. The sign (on UP it's a distinctive yellow "V" shape; on some railroads it actually says "Yard Limit") doesn't necessarily denote a boundary, like a fence. It just means that movements in that area are governed by Yard Limit rules (as opposed to CTC rules, Track warrant control, or whatever). Generally, it means that any train moving on anything but a main track should be ready to encounter other movements anywhere. Even on a main track within yard-limit territory, yard engines don't have to protect themselves against anything other than first-class trains (your rules may vary from this).
WMNB4THRTL: 4. Yard-limit board Trackside sign denoting the boundary of yard territory and rules.
Trackside sign denoting the boundary of yard territory and rules.
The sign (on UP it's a distinctive yellow "V" shape; on some railroads it actually says "Yard Limit") doesn't necessarily denote a boundary, like a fence. It just means that movements in that area are governed by Yard Limit rules (as opposed to CTC rules, Track warrant control, or whatever). Generally, it means that any train moving on anything but a main track should be ready to encounter other movements anywhere. Even on a main track within yard-limit territory, yard engines don't have to protect themselves against anything other than first-class trains (your rules may vary from this).
Thank you Carl and Nancy. The question and answer coupled with some research I was doing Saturday night has finally helped shake the cobwebs out of my brain, and now I am able to look at old CPR ETT's (Employee Timetables) and figure out which towns had grain elevators. They were located were there wasn't always an open station. I always did have all the information I needed, but somehow I was never putting it all together.
I spent a really interesting evening Saturday night looking at Google Maps. I had never looked at satellite photos to trace the route of the Langdon Sub. from north of Irricana to Drumheller. I remember my Dad telling me that it was really a very scenic trip through the Kneehill Creek Valley and the crews used to say it was a shame tourists never got to see it. It was sort of mountain railroading on a small scale. There were grades, horseshoe curves, flange squealing virtual square corners, and deep cuts to pass through. At one time there were coal mines too, which is why it once paid to run trains there.
The track was pulled out in the mid seventies and it is amazing how much you can still pick out. A fair portion of the old ROW has now been used as a route for a secondary highway. Nobody around here knew about tourist railroads then, but if they had kept the 35 miles or so of track west of Drumheller it would be a money maker. I think. A dinner train pulled by a couple of high hood Geeps to deal with the terrain would have made a nice trip.
Ahh one can dream... now it is back to my cold snowy reality.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
WMNB4THRTL 1. Are the ditch lights the ones that alternately flash? (called 'wig-wag' headlights on an emergency vehicle, I think.)
If you're seeing lights on the front of a unit alternately flashing, yes, you're probably looking at ditch lights. However, not all railroads' locomotive units are set up to flash their ditch lights in this way (close to home here, Metra's ditch lights flash like that, but UP's and BNSF's don't). The flashing, by the way, is usually automatically tied in with the bell (on Conrail units, the horn could set it off, but sounding the horn also actuated the bell, so that's a moot point).
WMNB4THRTL2. throwbar?
Paul North's answer is as good as you'll get on this subject!
WMNB4THRTL3. Yard ladder An angled track connecting successively the body tracks in a yard.
An angled track connecting successively the body tracks in a yard.
Picture a yard containing ten tracks, numbered from 1 to 10, all parallel to the main track, with yard track 1 adjacent to the main. If you're heading off the main track into the yard, you'll leave the main track via a switch to the lard lead. (Remember "lead"?). Then you'll encounter another switch for Track 1, then curve away from the main track and encounter another switch for track 2, and more for track 3, track 4, etc. You cross all of those switches to get to Track 10, in effect, climbing the ladder. Once you're in on Track 10, again going parallel to the main line (or at least parallel to the other yard tracks), you're off the ladder.
WMNB4THRTL4. Yard-limit board Trackside sign denoting the boundary of yard territory and rules.
WMNB4THRTL5.Unit Commonly, a single machine (usually a diesel-electric), characterized by a single frame and a coupler at each end; technically, the smallest indivisible portion of a locomotive, which is made up of one or more units coupled together and under the control of a single engineer.
Commonly, a single machine (usually a diesel-electric), characterized by a single frame and a coupler at each end; technically, the smallest indivisible portion of a locomotive, which is made up of one or more units coupled together and under the control of a single engineer.
Technically, a locomotive consist at the front of a train, be it one unit or half a dozen, is one locomotive, since it's operated by one engineer. The components are all locomotive units, which is often shortened to just "units".
WMNB4THRTL6.Zombie Slang term to denote a locomotive whose frame and trucks have been used as the basis for a low-powered re-engining.
Slang term to denote a locomotive whose frame and trucks have been used as the basis for a low-powered re-engining.
Never heard this one. It must refer to the previous incarnations of genset locomotives or other such.
3. Yard ladder An angled track connecting successively the body tracks in a yard.
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