I've been getting a message since Saturday that either I have a bad internet connection or that the camera could be down when I try to click on the Rochelle webcam. I haven't had any problems with any of my other websites, including RR action ones, and my internet seems to be working fine. Any one else experiencing a problem like mine?
Nope...working just fine and dandy.
Perks worfectly for me using Windows 10 IE-11 and Edge.
What Operating System and browser are you using?
Semper Vaporo
Pkgs.
Chrome on windows 10 works perfect for me
The hum that can be heard could be what is known as the Diesel Plant. A electrical generation plant for the City. It contains at least 3 inline 16 cyclinder engines and generaters. Used as a peaker plant. Engines are supposed to be surplus from submarines. They are old and large. The plant just across the street from the Park. Easterly
Ladder1 ...inline 16 cyclinder engines and generaters. ... supposed to be surplus from submarines...
Makes sense.
ChuckAllen, TX
I am logged on but for some reason cannot start a new thread, so I'll ask here. The video stream for Rochelle is constantly buffering. All my other RR streams play smoothly. I am using Firefox which I've used for years with no problem. Maybe the famouse windows 10 updates?
Looks normal to me. I'm running Win10 and IE11. IE for this thread and the web cam together are using about 20% of my CPU. R/T is as fast as I need it to be (i.e., the machine is waiting for me more than I'm waiting for it).
havent been able to get webcam rochelle video on ipad dark screen lap top fine o well old ipad wearin out just happened in last couple of days still get virginia web and newswire videos any help????
Working for me right now (Sept 16, 2018 5:32 PM CDT) using Windows 10, Internet Explorer 11.
Working good on W10, Chrome ..
However I did spend that day watching the Deschler diamond get replaced. Interesting differences between Rochelle and Deschler.
Time lapse on Deshler .. CSX used bolted joints where the UP welded theirs ..
rdamonTime lapse on Deshler .. CSX used bolted joints where the UP welded theirs ..
Who said you can't herd cats! Six Cats setting the new diamond panel in place!
Never too old to have a happy childhood!
I'm confused. After the new crossings are installed, I never saw a tamper work on the Eastbound (South) track before the first trains pass while a tamper is working on the Westbound (North) track. Was there a time period that was not in the video?
Back on topic, I wish someone would get up to the Rochelle webcam and spray some Home Defense Max around it...
Brian (IA) http://blhanel.rrpicturearchives.net.
Insulated joints, or "armored" joints as NYC MoW people called them, must be bolted. There is no way to electrically insulate a welded joint.
Yes, there were bolted insulated joints (not made on site), but the rest of the joints were bolted and not thermite welded. Maybe they plan on doing this later.
cefinkjrInsulated joints, or "armored" joints as NYC MoW people called them, must be bolted. There is no way to electrically insulate a welded joint.
I don't know the technicalities on this, but I'm sure you'll be corrected by someone who does. We have CWR over several grade crossings and through signal blocks regularly up this way.
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)
CWR through grade crossings and signal blocks might be feasible with some sort of induction circuit . . . thus expending my knowledge of the electronics of the matter. Any EEs or Signal Dept people out there who can shed some light?
But my comment was meant simply to offer an explanation of why CSX used bolted joints where UP welded theirs.
What I see today being done where an insulated joint is needed for signalling is that a prefabricated insulated joint that is factory made with insulation and epoxy and about two feet of rail on either side of the joint is welded into the track. This joint has all of the strength of the rail and by having the welding away from the joint, there is no heat damage to the insulation. It doen't need to have the bolts tightened as they are fastened with locking bolts. The old type of field built joint with fiber insulation could not be as solid as the rail and was a weak failure point. And most crossing circuits are now done with "audiotone" electronic circuits that put a signal onto the rails that can detect speed, direction and distance from the crossing and adjust the warning operation to activate quickly at an appropriate distance for the speed of the train. This eliminates the need for many insulated joints. Back sixty years ago when I was involved in the instalation of some crossing protections on the PRR, all we had were basic track circuit relays and any basic crossing required eight insulated joints: one in each rail distant from the crossing on each side of the crossing and one in each rail on each side of the crossing. This formed three circuits, one on each side of the crossing and one for the crossing. And if the design called for delaying start times for slow trains, additional sections would be required for time determination.
What I see today being done where an insulated joint is needed for signalling is that a prefabricated insulated joint that is factory made with insulation and epoxy and about two feet of rail on either side of the joint is welded into the track. This joint has all of the strength of the rail and by having the welding away from the joint, there is no heat damage to the insulation. It doen't need to have the bolts tightened as they are fastened with locking bolts. The old type of field built joint with fiber insulation could not be as solid as the rail and was a weak failure point. And most crossing circuits are now done with "audiotone" electronic circuits that put a signal onto the rails that can detect speed, direction and distance from the crossing and adjust the warning operation to activate quickly at an appropriate distance for the speed of the train. This eliminates the need for many insulated joints. Back sixty years ago when I was involved in the instalation of some crossing protections on the PRR, all we had were basic track circuit relays and any basic crossing required eight insulated joints: one in each rail distant from the crossing on each side of the crossing and one in each rail on each side of the crossing. This formed three circuits, one on each side of the crossing and one for the crossing. And if the design called for delaying start times for slow trains, additional sections would be required for time determination. More $$$ and complexity.
Thank you very much for your reply. I hadn't thought of the factory-made insulated joint solution but it makes perfect sense.
"The old type of field built joint with fiber insulation could not be as solid as the rail and was a weak failure point." is spot on. I often heard that from MoW people from Track Supervisor to Chief Engineer. I wonder if the term "armored joint" might not have been more than a little bit sarcastic.
Saw some MoW equipment in the area before I stepped away and now I see a large pile of darker rock. Is this ballast from another quarry or did an undercutter come by?
Looks like a track gang is working on M1.
I saw something interesting just now: a UP intermodal came in eastbound, and soon after the engine passed out of view, it stopped, backed up until the engine was in view again, stopped, and, after a few minutes proceeded forward again.
Johnny
Deggesty I saw something interesting just now: a UP intermodal came in eastbound, and soon after the engine passed out of view, it stopped, backed up until the engine was in view again, stopped, and, after a few minutes proceeded forward again.
Probably shoving the tailend into the yard (drop-off or pick-up) to the west of the diamonds. I have seen that sort of thing several times.
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