The NEW and IMPROVED Question Thread (with Index and Page Links)

[Mikeygaw]

if a locomotive that is leased or is a run through is damaged to the point of being unrepairable, who foots the bill? The owner of the locomotive? The company using the locomotive? An insurance company? Is it worked out on a case by case basis? Are there even insurance companies that deal with locomotives?

[Mikeygaw]

ok new question

at a spot where i regulary railfan there was some construction placing some kind of piping under the trackage (this section has a grade-seperated steel support structure) and they had a slow order on the tracks. The work has been complete for two months and the slow order is still in place. Is there a certain amount of time to be allowed for everything to settle in to place? Or was the proper authorization for removing the slow order never communicated?

[Anonymous]

QUOTE: Originally posted by Mikeygaw

On the lead locomotive in this shot:
http://railpictures.net/viewphoto.php?id=108062
there are two stickers, one red and one green... i know the red sticker denotes a fire extinguisher, but what does the green one denote?

The green decal is definately indicating a stretcher. [:)] I have seen several lately and can confirm this.



ALSO, to our discussion of seeds and things growing up in the railyard I add this photo. Just click on the link and see what I found. [8D]

http://img.photobucket.com/albums/v222/JimHwood/Things%20That%20Make%20You%20Go%20Hmmmmm/Sunflower-1.jpg

I think one of the reasons this one has survived is that it is close enough to the rails that the carmen (driving by in their little carts) cannot run over it. [:0] Plus there is just a little more room between these two sets of rails than normal.

[Anonymous]

Hi Mikey

The Canadian units operate in mountain areas that may be unaccessable by car or truck. The Canadian units have a first aid kit inside the loco but also have a stretcher. I believe the green logo is indicating the stretcher. Next time one comes in I will check on it to be sure.

[Mikeygaw]

On the lead locomotive in this shot:
http://railpictures.net/viewphoto.php?id=108062
there are two stickers, one red and one green... i know the red sticker denotes a fire extinguisher, but what does the green one denote?

[Anonymous]

QUOTE: Originally posted by edblysard

Possibly the grain he is fanning has fermented some?

Ed

They sprayed the yard with a hirail truck recently but with several heavy rains since then the poison has washed away. Now we have some corn going up in strange places. [:0]

[edblysard]

Possibly the grain he is fanning has fermented some?

Ed

[CShaveRR]

How does one railfan from a grain hopper?

(gotta stop hanging with my li'l sister!)

[Anonymous]

QUOTE: Originally posted by mudchicken

Lotta fertilizer in those hopper cars too.

In LA, ATSF/BNSF's Hobart Yard is accross the tracks from Ski Bandini (Bandini doo-doo) and a battery recycling plant, plus Farmer John's packing plant isn't far away.[xx(][xx(][xx(]

I do smell Cow Poop occasionally while Railfanning from some Grain Hoppers.

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

QUOTE: Originally posted by jhhtrainsplanes

Our railyard, especially near the fuel rack and in the bowl, is between two swampy forest areas. The other night, after dark, I actually saw a red fox dart in front of my truck while driving in the bowl. [:0] I see mice and rats often while driving though the bowl but this is the first time I have seen a fox.

What other animals have other railroaders seen in the yard? [?]

Well I can add opossum to the list. I saw one the other night run in front of my truck. [:0]

We can add . . . beavers . . . to the list now too. There is a year round stream that flows through our yard. If you stop long enought you can catch them playing in the water. [:)]

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

Our railyard, especially near the fuel rack and in the bowl, is between two swampy forest areas. The other night, after dark, I actually saw a red fox dart in front of my truck while driving in the bowl. [:0] I see mice and rats often while driving though the bowl but this is the first time I have seen a fox.

What other animals have other railroaders seen in the yard? [?]

Well I can add opossum to the list. I saw one the other night run in front of my truck. [:0]

[edblysard]

Initial Terminal Air Brake Test...GCOR 20.17

Charge system to within 15psi of regulating feed valve(75 psi minimum)checked with either a EOT or a hand held guage on the rear car.
Engineer makes a 20 pound service application.
Brakes are applied, walk entire train, inspecting for piston travel, shoe application, bad order brake rigging and safety appliances...both sides of train must be inspected.
Engineer performs brake pipe leak test.
Brakes released, perform a walk/rollinginspection for release of the entire train.
(The train dosn't have to be standing still to check the release)


Transfer train and yard to yard movements...GCOR20.23

Charge system not less than 60psi.
Engineer makes a 20 pound service application.
Check that brakes are applied on each car.
Release and proceed.
(good idea to check for bad orders during this inspection)

The locomotive, at rest, is a pretty heavy thing and very hard to move with the brake applied...it will hold a lot of cars in place, even on a slight grade...unless the train was under powered in the first place and there isnt enough locomotives.

Ed

[edblysard]

If it can be used to stop them in flat yard switching, it can hold 'em still too!
Unless your a rookie, or dumb, you dont do air test on a grade, and most yards are pretty flat...

Ed

QUOTE: Originally posted by wctransfer

ok ***, heres one.

When your doing an air test, why does the train not move when you "release em'" and the conductor makes sure all of the brakes are releasing. That single independent cant hold the train there could it?

Alec

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

Here is a question for those of us who have to work in the railyards. WHY do they stink so badly so much of the time? [?]

On some days the odor can almost take you down. [:0] Some of the time it smells like something very large has died. [B)] [xx(]

One other thing not mentioned is soybean meal. Spillage of this commodity followed by rain, even a light rain, results in rotting and a prodigious stink...

LC

[wctransfer]

ok ***, heres one.

When your doing an air test, why does the train not move when you "release em'" and the conductor makes sure all of the brakes are releasing. That single independent cant hold the train there could it?

Alec

[Anonymous]

I have a question about Rail Banks, Rail Banking, etc.

Does anyone know if a map of Rail Banked railroad lines is available on line? Is there one for states and a national map too?

When railroads put a line in a Rail Bank is there a time limit on how long it can stay there?

[CShaveRR]

We've had a fox or two in the past; more recently it's been coyotes. The skunks haven't been around for a few years, thankfully. Other than that, your usual assortment of rodents and fowl. We used to have pheasants, but they've been gone for a while, too.

[Anonymous]

Our railyard, especially near the fuel rack and in the bowl, is between two swampy forest areas. The other night, after dark, I actually saw a red fox dart in front of my truck while driving in the bowl. [:0] I see mice and rats often while driving though the bowl but this is the first time I have seen a fox.

What other animals have other railroaders seen in the yard? [?]

[Anonymous]

QUOTE: Originally posted by 1435mm

It depends upon the pre-existing agreement between the two railways. If the locomotive cannot be moved without repairs (e.g., spun traction motor support bearing, seized pinion, major damage to one or both bogies), the railway on which the mishap occurred will make sufficient repairs to make the locomotive safe to move dead-in-tow to the home carrier or a designated contract repair shop. Under most agreements, light repairs are made by the railway on which the locomotive fails and billed to the home road, and locomotives requiring heavy repairs are dispatched to the home road or to a designated contract shop.

Here we refer to dead in tow as DOL, Dead Off Line. However, if a unit will run and the weather is not below freezing we can send them Dead--Good. [;)]

[Anonymous]

It depends upon the pre-existing agreement between the two railways. If the locomotive cannot be moved without repairs (e.g., spun traction motor support bearing, seized pinion, major damage to one or both bogies), the railway on which the mishap occurred will make sufficient repairs to make the locomotive safe to move dead-in-tow to the home carrier or a designated contract repair shop. Under most agreements, light repairs are made by the railway on which the locomotive fails and billed to the home road, and locomotives requiring heavy repairs are dispatched to the home road or to a designated contract shop.

[Anonymous]

When a Foriegn Unit breaks down off Home Road what does the other RR do if they can't fix it?

[Anonymous]

If you ask a railroader what one thing he or she dislikes more about working on the railroad, I bet it would be, working in the pouring rain. [:0] It is at the top of my list as of tonight. Nothing like having to work in the cold rain all night. [:(!]

[Anonymous]

We all forgot to mention the pigeons. We have thousands of them in our yard. They are not friendly but are not that afriad of us either. They are fat little suckers as much corn and other grain does leak from hoppers.

We have already had a visit from the weed control hirail truck. Grass and grain and other stuff sure grows fast between the rails and also near the rails.

We also have a variety of mice and rats. There is at least one wild stray cat that prowls the yard after them. The mosquitoes are out in force now too, as the yard was once part of a swamp. There is still part of the swamp visible from the fuel rack, and a stream also runs through the yard.

[mudchicken]

Lotta fertilizer in those hopper cars too.

In LA, ATSF/BNSF's Hobart Yard is accross the tracks from Ski Bandini (Bandini doo-doo) and a battery recycling plant, plus Farmer John's packing plant isn't far away.[xx(][xx(][xx(]

[CShaveRR]

I'm sure it depends on the yard, Jim--in our case it's spillage of corn that will do the most damage. If the birds don't get it first, it rots. Or germinates. Check the roofs of some covered hoppers used in grain service sometimes. For some reason they often miss the hatch (or overfill the cars) a lot when loading them. And the stuff doesn't always blow away. So then it gets wet, and voila!--time to break out the breathing apparatus!

I'm sure that there are also plenty of chemicals that either leak in minute quantities or have been spilled on the cars during loading. The raw products probably smell a lot harsher than what has been processed for consumer use.

[Anonymous]

Here is a question for those of us who have to work in the railyards. WHY do they stink so badly so much of the time? [?]

On some days the odor can almost take you down. [:0] Some of the time it smells like something very large has died. [B)] [xx(]

[Anonymous]

I think both of the questions reguarding sanding were interesting. I can't say as I have ever seen either addressed in this forum either. The answer about locos have a higher braking horsepower really helped answer the question. Both answers were good, and I can definately see the costs of maintenance would be extremely expensive.

These were two very good questions and two very good answers. Thanks guys. [:)]

[Anonymous]

To add to the above:

Locomotive brakes are designed to have a much higher braking horsepower (higher cylinder pressure, bigger shoes) than freight or passenger cars, or you could say that freight and passenger cars are designed to have a much LOWER braking horsepower in part to avoid sliding wheels. In part, that's because you want to be able to use a locomotive to switch cars without necessarily having to cut the air in on the freight or passenger cars, and still have a useful amount of braking horsepower.

S. Hadid

[CSSHEGEWISCH]

QUOTE: Originally posted by AMTK200

QUOTE: Originally posted by rvos1979

Dave, the sanding during an emergency application is to keep the wheels on the locomotive turning so as to not develop flat spots on the wheels. (You do not want flat spots on locomotive wheels, it doesn't do the trucks any good, and usually requires speed restrictions on the locomotive, usually in the neighborhood of 10MPH.)

Why if Locos Sand to avoid Flat Spots, then why don't they sand all Freight Cars to avoid Flat Spots?

It sounds like a great idea on paper, but it's highly impractical:
1. Each freight car would have to carry its own supply of sand, increasing the tare weight of the car.
2. Each car would need an activating system of some sort for the sanding system, separate from the train air line, and this system would need to be inspected and maintained, adding to operating expense.
3. How often would it be called into play?

[Anonymous]

QUOTE: Originally posted by rvos1979

Dave, the sanding during an emergency application is to keep the wheels on the locomotive turning so as to not develop flat spots on the wheels. (You do not want flat spots on locomotive wheels, it doesn't do the trucks any good, and usually requires speed restrictions on the locomotive, usually in the neighborhood of 10MPH.)

Why if Locos Sand to avoid Flat Spots, then why don't they sand all Freight Cars to avoid Flat Spots?

[rvos1979]

Dave, the sanding during an emergency application is to keep the wheels on the locomotive turning so as to not develop flat spots on the wheels. (You do not want flat spots on locomotive wheels, it doesn't do the trucks any good, and usually requires speed restrictions on the locomotive, usually in the neighborhood of 10MPH.)

[Anonymous]

This is a photo of track/switch heaters taken with my cell phone. It was a sunny day and I could not see the phone's view because of the bright sunlight. [:(]


http://www.freewebs.com/railroad_related/SwitchHeaterbmp[1].BMP


Who knows how old these 3 heaters are! I am sure that there are other heaters out there that look different than these. This group is used in the hump yard near the retarders.

[David3]

hey guys I got a question,

When a train goes into emergency, why does it also start sanding?
I would guess to help the traction for the wheels, to stop faster, but if you guys know, feel free to answer. Thanks.

Dave

[zardoz]

redrabbit,
In addition to what Ed said above, the only time a locomotive's power is restricted is when it first started (at least in the computer-controlled units). Until the engine comes up to operating temperature, the rpm's (and amperage) are kept low.

[edblysard]

Redrabbitt...Same as what my dealer told me when I bought my Dodge Magnum..."drive it like you stole it!"...
By the time the diesel is in the frame it already has several hours on it...no "break in required.

AMTK200...most of it happened in the early 80s...and most of what we use today is pretty out dated.

Ed.

[Anonymous]

When did Train Crew Paperwork become Computerized?

[Anonymous]

This might be a dumb question but....

Here's one that I just thought of after looking at the pics of the new BNSF SD70ACe's:

Do new locomotives need a break-in period before loading them up on a high-tonnage job? If so is it to ensure no severe problems before the engine is used in a heavy duty capacity, or is it related to engine longevity / performance? (i.e. seating bearing surfaces, rings, etc...) Again, if so, is it related to how hard to you can run them ("nothing above notch 4 / over xxx amps") or something else altogether?

Thanks!

[CSSHEGEWISCH]

It's still called per diem (Latin for "by the day") and it varies from car type to car type based on a number of factors: age, plain or equipped, etc. You might be able to find out per diem rates if you can get your hands on a Railway Equipment Register.

[jockellis]

G'day, Y'all,
Does anyone know how much money the owner of a rail car gets for its use? Is it called a per diem? And does the age of a car still factor into the rate earned?

[CSSHEGEWISCH]

Grade crossing signals are generally set up to provide 30 seconds of warning before the train reaches the crossing. The activation circuit is set up based on the average speed of the train on that track and is the responsibility of the railroad's signal department. In the situation you described, one line may be an industrial lead with a speed limit of 15 MPH and the other line may be a running track (main, branch, etc.) with a speed limit of 40 MPH or so.

[Murphy Siding]

Today, I encountered two trains crossing the same street on 2 seperate tracks, about 200' apart. (Bonus day!).On the first track, the crossing lights came on long before the train got to the crossing. The second track is used predominately by a slow speed switcher operation. The crossing lights didn't come on until pokey was a whole lot closer to the crossing. How are these lights set up, as far as timing, and who determines the correct set-up? Thanks

[Anonymous]

I just wanted to remind you people about this thread.

Please use it. Don't forget about the Index with the page links either. In the future they could be very useful in helping to find info we discuss in this thread. [:)]

[trainfan1221]

It's something to see when the track heaters are on, weird seeing flames on the rail like that. Another thing NJTransit does if there is impending snow is turn certain trainsets around so the engine will lead going down to clear the track rather than the cab car. Probably a well thought out safety precaution.

[Anonymous]

QUOTE: Originally posted by mudchicken

QUOTE: Originally posted by jhhtrainsplanes

Last weekend we had an ice storm in the area. I never heard an official amount but the bed of my pickup had a good 3 to 4 inches in it. [:0] It started late Friday night with freezing rain and continued off and on most of the night. The trains were still running but crews were wanting lots of fusees.

In the yard the MOW crews were lighting an oil [?] of some sort under the rails in the hump yard. They also lighted some under the rails on the mainlines. There were no switches near where they were lighting them on the mainlines. In the hump yard switches were near the fires. Every so often the small fires would flare up 5 or 6 feet in the air then settle back down to just a flame of a few inches.

What type of oil did they use? Was this oil in a contain or pot like the highway maintence crews used to use? It did burn a while and also produced a smell. I had a feeling of maybe this used to be like the old time yard when steam engines were in use, lots of smoke and smells. [:)]

Kerosene http://www.aldonco.com/catalog_category.asp?sec=3&cat=91&subid=91

Very similar to the old highway smudge pots ......older switch heaters used kerosene or a mixture of waste/journal oil that was initially ignited by gasoline or naptha....

These little portable switch heaters are more common than you think.[:D]

This is a subject not very common down here. This is only the second ice storm I can remember in the last 5 or 6 years. If we have ice, snow, or sleet it usually is just a one day affair most of the time.

How do these heaters effect the track? Does the open flame lessen the life of the rail? Why are they put where there is not a switch?

I must say, since this is not a common occurance here in the winter, I did find it interesting to watch the crews put them out and light them. [^]

[Anonymous]

Here is a link from the previous post about switch heaters.

http://www.aldonco.com/catalog_category.asp?sec=3&cat=91&subid=91

The one I saw looked different but somewhat along the same lines.

[mudchicken]

QUOTE: Originally posted by jhhtrainsplanes

Last weekend we had an ice storm in the area. I never heard an official amount but the bed of my pickup had a good 3 to 4 inches in it. [:0] It started late Friday night with freezing rain and continued off and on most of the night. The trains were still running but crews were wanting lots of fusees.

In the yard the MOW crews were lighting an oil [?] of some sort under the rails in the hump yard. They also lighted some under the rails on the mainlines. There were no switches near where they were lighting them on the mainlines. In the hump yard switches were near the fires. Every so often the small fires would flare up 5 or 6 feet in the air then settle back down to just a flame of a few inches.

What type of oil did they use? Was this oil in a contain or pot like the highway maintence crews used to use? It did burn a while and also produced a smell. I had a feeling of maybe this used to be like the old time yard when steam engines were in use, lots of smoke and smells. [:)]

Kerosene http://www.aldonco.com/catalog_category.asp?sec=3&cat=91&subid=91

Very similar to the old highway smudge pots ......older switch heaters used kerosene or a mixture of waste/journal oil that was initially ignited by gasoline or naptha....

These little portable switch heaters are more common than you think.[:D]

[tree68]

QUOTE: Originally posted by 88gta350

Here's a newbie question.....

How do I find out a train's number? Let's say I'm railfanning in unfamiliar territory and all I know is the location, time, and locomotive number. How can I figure out the train number? And what if I don't even know the technical name for the line I'm on but only know the geographical location?

Another for example: There are typically two trains that go past my house every day. It is a dozen or so mile long branch line (NS) that serves a number of industries along the way. The trains run Monday to Friday, minus holidays. Do these trains have a number, and if so how can I figure it out?

A scanner would be your friend. That and time. Eventually you'll be able to put together the information you hear on the scanner with what you see. The trains are undoubtedly in contact with a dispatcher at some point, and that will be your source. Do a search for local scanner frequencies, or look through the national databases for some ideas. Many railroads are using "legacy" channels - left over from a previous owner of that track. It could help to know the history of a specific line... A good rail atlas will help you immeasurably in unfamiliar territory. I still have one from the 70's that I travel with - before merger mania set in. The new one I have has previous owners listed, and even shows abandoned lines.

That local you see M-F will have a symbol, and will likely get its permission to occupy the track from the DS via a track warrant, Form D, EC-1 or whatever NS uses. Unless they get it by phone, it'll be on one of the local NS frequencies. If you know the geography of the line you'll get to know the RR shorthand for landmarks/control points. Shouldn't take long to correlate the track warrant with the passing of the train. The lead engine number will be included in the track warrant, too.

Many CSX symbols are available on Bullsheet.com, although they may be dated. I haven't looked for the equivalent NS info.

Or, you can strike up a friendship with a local RR employee, or check with local model/railfan groups or hobby shops. They may already have what you want to know.

[Anonymous]

Last weekend we had an ice storm in the area. I never heard an official amount but the bed of my pickup had a good 3 to 4 inches in it. [:0] It started late Friday night with freezing rain and continued off and on most of the night. The trains were still running but crews were wanting lots of fusees.

In the yard the MOW crews were lighting an oil [?] of some sort under the rails in the hump yard. They also lighted some under the rails on the mainlines. There were no switches near where they were lighting them on the mainlines. In the hump yard switches were near the fires. Every so often the small fires would flare up 5 or 6 feet in the air then settle back down to just a flame of a few inches.

What type of oil did they use? Was this oil in a contain or pot like the highway maintence crews used to use? It did burn a while and also produced a smell. I had a feeling of maybe this used to be like the old time yard when steam engines were in use, lots of smoke and smells. [:)]

[edblysard]

There is no published train ID available to the general public...most timetables dont assign numbers either, it will depend on what type of train, and what it does.
A lot depends on what railroad is running the train,,,UP seems to like letters followed by numbers...
EW60 is a local yard to yard transfer from Englewood to PTRA where I work.
EngleWood 60...

BNSF seems to like a lot of letters...
LRPT...Little Rock to the Port Terminal an inbound general freight.

Your best bet to get an ID would be to approach the crew if you can find them working near a public access, and ask.
Explain who you are and why you want the info, most likely they will give you the info, a timetable and some of their old paper works to make sense out of it.

Ed

[88gta350]

Here's a newbie question.....

How do I find out a train's number? Let's say I'm railfanning in unfamiliar territory and all I know is the location, time, and locomotive number. How can I figure out the train number? And what if I don't even know the technical name for the line I'm on but only know the geographical location?

Another for example: There are typically two trains that go past my house every day. It is a dozen or so mile long branch line (NS) that serves a number of industries along the way. The trains run Monday to Friday, minus holidays. Do these trains have a number, and if so how can I figure it out?

[Hugh Jampton]

QUOTE: Originally posted by up829

What type of material is used on the wear surface of pantographs to avoid damaging catenary? Is it impregnated with some type of lubricant or do catenary systems have lubricators? Does heat become a problem on high speed Euro trains and how do they deal with it?

Depends where you are.
In the UK the pan contact strip is carbon graphite, so it's self lubricating.
In Europe I've seen both aluminum and copper alloy contact strips that have lubrication systems where a bit of grease is applied when the pan rises and falls due to the change in the height of the contact wire changing.
I've heard the Japanese do some scary things.

Heat is not a problem because the contact wire is staggered to prevent it from riding on the same spot on the pan, and the strip is a few feet above the top of the train where there's always a nice cooling wind at high speed.

[Modelcar]

....Thanks Jim for the update info on the Vega carriers we had in discussion.

[Anonymous]

A few people were discussing types of railcars lately in another thread. Here is a quote from one of them:


Posted by Modelcar Posted: 02 Feb 2006, 16:30:18

....It just happens to remind me of a railroad car designed specifically to carry Chevrolet Vegas {and on their nose end too}, back in the 70's.....Each section on both sides hinged down and the car was moved up on it and fastened and then each section was raised up and connected in place and in so doing the cars were hauled standing on their noses {front ends}....and all inclosed inside the rail car.

End of Quote.

After reading this post I knew I had a Frisco All Aboard magazine that showed this type of railcar on the cover and spoke about it in an article. The magazine is dated August 1972 Vol. 6, No. 5. The magazine also listed the number of issues printed as "Circulation 17,500."

Now let me make a quote from that magazine and article:


General Motors, the nation's largest auto manufacturer, has developed a new concept in movement of their compact car, the Vega. These units are moving in a completely enclosed rail car called the Vert-APac, as shown on the front cover of this issue. The Vert-A-Pac car hauls 30 of these specialy-designed, 169-inch Vegas in a nosedown position completely out of sight behind hinged rail car sides which serve as a ramp for loading and unloading.

Here is a link to give you an idea of how these cars looked.

http://www.railgoat.railfan.net/spcars/byclass/flat/f070-58a.htm

Another link showing Vegas on the car before shutting the door. It is at the bottom of the page so just scroll all the way down.

http://www.cardomain.com/ride/2060657







The paragraph continues . . . Additionally, General Motors, served as a co-developer of the Stac-Pac concept, which features four containers riding on a bolster-equipped flat car, each container carrying three full sized automobiles stacked three high for a total of 12 units per car. The containers are mechanically loaded and unloaded. Stac-Pac, however, is still in the experimental stage.

End of quote from the article.


Here is a link showing parts of old Stac-Pac cars used to make a barn.

http://www.railimages.com/gallery/stephenschott

The remains of SSW Stac-Pac cars made into a building.

http://espee.railfan.net/picindex/freightcars/art_fisher_ssw-stac-pac.html

FINALLY, I found a photo of a Stac-Pac flatcar with containers. [:)] (Notice all the railroads on the containers are all now fallen flags [:(] [V] )

http://freight.railfan.ca/ttx/ttsx803092.jpg


I believe all of the Vert-A-Pac railcars have been converted to other styles of autocarriers. So they and the Stac-Pac containers are now pretty much just history. [:(]

[chad thomas]

Don't know if this question is either new or improved....but...

How much does the typical freight truck (with wheels) weigh?

[CShaveRR]

Just had AMOX 911 (another training tank car) come through town yesterday. It travels solo--no accompanying box cars or cabooses. First time I've seen this one since BP took over Amoco; it has a pretty flashy paint job.

[Anonymous]

Another website with some info on the fire training train.

http://www.erie.gov/depts/lepc/whistle_stop_cars.asp

[CSSHEGEWISCH]

The contact strips on pantograph shoes contain a graphite paste which both improves electrical contact and provides lubrication.

[Anonymous]

What type of material is used on the wear surface of pantographs to avoid damaging catenary? Is it impregnated with some type of lubricant or do catenary systems have lubricators? Does heat become a problem on high speed Euro trains and how do they deal with it?

[Murphy Siding]

QUOTE: Originally posted by Mark_W._Hemphill

QUOTE: Originally posted by Murphy Siding

On the "Today in railroad history" thread, something came up that you Chicago railfans should be able to answer. I posted something that said 1854 was when Chicago was connected to eastern cities by rail. Nanaimo73 found a map dating from 1850 that appears to show several lines into Chicago. When did Chicago link up with the east coast by rail, and what railroad was it. Thanks

Murphy: While the Lake Shore and the Michigan Southern (separate and competing companies) arrived Chicago from the east within one day of each other in February 1852, forming a rail link from the western shores of Lake Erie to Chicago, a rail link to New York City was not completed until the Toledo, Norwalk and Cleveland Railroad Company completed its line from Toledo eastward to Cleveland on January 24, 1853. All of these lines were merged into New York Central at various times.

Here's a timeline for Chicago railroads:
http://www.encyclopedia.chicagohistory.org/pages/1461.html

And a history of the Lake Shore & Michigan Southern and its predecessors:
http://www.s363.com/dkny/lsms.html

Thanks for the links. That's what I like about history-nothing is ever as black and white as it seems.

[Murphy Siding]

Did all E units have steam boilers? If a railroad had A-B-A e-units MU'd together, were all 3 steam boilers used at the same time?

[Anonymous]

I found some more info on Fire Training Trains. [:)]


http://www.traingod.railfan.net/fire.html


This is not the Dupont Training Train but another such train.

[SALfan]

QUOTE: Originally posted by chad thomas

Mike, One of my best steam pictures I ever took was of the 3985 in Gerlach,Nv. opening the "cylinder cocks" wide open after sitting for a water refill. The steam sprayed out over 100' feet on either side of her. I remember thinking to myself..Man that could really [censored] someone up good if they were standing near that. Although out there they really let it loose where the only thing in danger is sagebrush (the state tree I think [(-D]). Unfortunately it is a print so I can't post it.

In the 1960's World War II movie "The Train", which starred Burt Lancaster, there was a scene where a French engineer did exactly that to a squad of German soldiers. Can't remember what happened to the engineer in the movie, but if done in real life he probably would have been shot.

[CShaveRR]

Quite often those old maps will show projections of rail lines, a "promotion" of their intention by either the city or the railroads themselves.

I have a book here, Chicago: Growth of a Metropolis, by Harold M. Mayer and Richard C. Wade, which states:

"In 1850 only one railroad, the Galena and Chicago Union, entered the city. Two years later four more lines were in operation, two connecting with the East, one with the South, and another with the West."

The one connecting with the south is a no-brainer--IC. The other one connecting with the west could be either the Rock Island or the predecessor of the Alton (Or, it might be the Aurora Branch railroad which, for the time being, used G&CU tracks east of Turner Junction). The two from the east are the Lake Shore & Michigan Southern and the Michigan Central. The caption on an 1851 MC timetable (which shows the line going as far west as Michigan City, with steamer connections between New Buffalo and Chicago) suggests that the MC arrived in Chicago the following year.

The book also tells about the battle at Grand Crossing, where the IC had to lay its tracks across the route of the LS&MS under cover of darkness after overpowering their guards. Since the MC and IC had parallel routes into Chicago at this point ("point" meaning location, not necessarily time), it seems likely that LS&MS was the first in from the east, in either 1851 or 1852.

I think we'll have to have the experts on the specific railroads named (NYC, RI, IC, Alton, CB&Q) come up with the precise dates when their predecessors hit the city.

[Murphy Siding]

On the "Today in railroad history" thread, something came up that you Chicago railfans should be able to answer. I posted something that said 1854 was when Chicago was connected to eastern cities by rail. Nanaimo73 found a map dating from 1850 that appears to show several lines into Chicago. When did Chicago link up with the east coast by rail, and what railroad was it. Thanks

[CShaveRR]

If I remember correctly, the controls for the old Locotrol were completely independent of the controls in the lead cab--it was impossible to just tell the slaves to do what the Master was doing. So the engineer was always--very literally--attempting to operate two sets of power.

[chad thomas]

QUOTE: Originally posted by CSSHEGEWISCH

What is the difference between Distributed Power as operated currently by UP, BNSF and other roads and mid-train slaves as operated in the 1960's and 1970's by Southern, ATSF and others?

I'll take a crack at this.

The old remote controll was not that reliable, or flexable as todays distributed power. The electronics and controll equiptment in the day of locotrol and locotrol-2 were cumbersome and not very reliable especially in mountain territory where the signal would be lost and the remote units would loose contact. This was especialy a problem where tunnels were involved. Plus in those days you had masters and slaves and each had it's own equiptment for it's use. The remote units typicaly had a longer short hood due to the extra controll gear and were nicknamed snoots (SP 83xx, UP 33xx,ect.). So for a locotrol remote you had to have a master unit for the head end consist and a remote for the helper consist. Not very flexable.

DPU is a setup that is more integraded with the cab electronics and the software of the locomotive. A DPU unit can be a master or a slave depending on the need. You can also have multiple helper consists with DPU which you could not do with locotrol (at least not independant controll). The communications and signal frequency / modulation schemes are also much improved these days and signal loss between DPU is much less of a problem. So reliability and flexability is much improved with the modern DPU.

[CSSHEGEWISCH]

What is the difference between Distributed Power as operated currently by UP, BNSF and other roads and mid-train slaves as operated in the 1960's and 1970's by Southern, ATSF and others?

[CShaveRR]

OK--the photo is of DUPX 912, a three-unit set. The one I described is the 911, which only has the tank car and caboose. Just found out that DuPont also has a "913" set, that is probably identical to the one pictured there.

That "Massachusetts Call/Volunteer Firefighters Association" stuff isn't actually owned by CSX, nor is it restricted to their lines, as we've had those cars in our yard as well. Reporting marks are MCVX. Cars I've seen include several tank cars of different types, a former Conrail insulated box car, and a caboose that may have Illinois Central origins.

[tree68]

CSX has a similar "train," including the boxcar/classroom. there is lettering somewhere on it for a Massachussetts firefighters association.

[Anonymous]

QUOTE: Originally posted by UPTRAIN

Yeah, that tank training train. I've seen UP's car. http://uptrain.rrpicturearchives.net/rsPicture.aspx?id=5946

I found this photo elsewhere. [;)]

The caboose I saw was like this one, not a bay window. So there are probally more than one training train. [:)]

http://www.railpictures.net/viewphoto.php?id=81877

[UPTRAIN]

Yeah, that tank training train. I've seen UP's car. http://uptrain.rrpicturearchives.net/rsPicture.aspx?id=5946

[CShaveRR]

Short answer: mobile classroom.

When I saw these cars, there was only the tank car and the caboose--no box car.

Tank car has a door in one end, and five manways or valves along the top, each one of a different variety. It carries number 911A (That's 911 as in the emergency number).

Caboose is 911B. It's a bay-window car, built in 7/75. Lots of cabooses immediately pre-EOT had the side windows plated over rather than replacing the panes with the FRA-required safety glass. Inside? Don't know, but I suspect it could be set up as a classroom. Or maybe that's the function of the box car now. But you get the general idea. These cars are for instruction of local emergency-response personnel.

Lots of other companies (BP, Chevron, Rohm and Haas, even UP) have tank cars set up similarly to this one for demonstration/instruction purposes. Many of them are even numbered 911.

[Anonymous]

I have a sighting and a question. [:0] [8D]

The other day I was waiting for a train to pass and noticed several railcars painted for Dupont. It seems like one was a tank car and one was a boxcar. (I think there was at least one more car but not sure.) There were two odd things about them. One was, I noticed a sign on them that said something about responsibility which at the time struck me as odd. Then the last car paint in the Dupont scheme turned out to be a caboose. [:0] [:p] [:)] All the windows had been covered and it looked like the rear door was padlocked. That leads me to believe that it was unoccupied. Now my question is this--what would be in a caboose that a boxcar wouldn't carry? Of course, people comes to mind first. But like I said, I believe at least one door was padlocked and all the windows were blanked. I would think that would not make for a very pleasant ride or a safe one either.

At the time I was pretty busy and didn't have much time to think about it. Now I wish I would have called Zach and had him be on the look out for it. Then he could have gotten some photos and shared them with us. I didn't notice the caboose until it was too late to try and capture a photo of it. [:(!] [:(] [B)] [8] [V]

Has anybody ever seen this caboose or one like it? ? ? [?] [?] [?]

Anyone know what it might contain ? ? ? [?] [?] [?]

[Anonymous]

QUOTE: Originally posted by jhhtrainsplanes

G B

I have not seen the others as yet. They could have come through before I saw this one or after. Perhaps they have not come byt all, I just don't know.

Thank you again. You can see all the 6 locos on RailPictures by searching "Israel". Some of them have very interesting histories, serving the Egyptian Railways before coming to Israel as spoils of war.

[Anonymous]

G B

I have not seen the others as yet. They could have come through before I saw this one or after. Perhaps they have not come byt all, I just don't know.

[Anonymous]

stop

[Anonymous]

QUOTE: Originally posted by UPTRAIN

Jim spied this in North Little Rock UP Yard today, he wanted to know what it was. After some research by me, I know for sure it is an Israel Railways unit, I'm thinking G12, maybe a G16. Jim said it was 4 axle, but they sometimes switch trucks out en route. It's heading from Houston, Texas to Mount Vernon, IL, National Railway Equipment Company. It is loaded on flatcar OTTX 97030. Maybe somebody can confirm what model it is.

Thank you!! This is great news. As an Israeli railfan I was looking for this loco for four months now, since it was shipped to the U.S.A. with five G12 engines.
Photos from Ashdod port, just before departure from Israel were published (by a friend railfan) in Railpictures.net.
See it here: http://www.railpictures.net/viewphoto.php?id=117295
being lifted to the ship.

Have you spotted the G12's by any chance?

[Anonymous]

the g8 is loco no. 251 from israel.
we got $20000 for it.
we took it from Sinai on 12.06.1967.

[Anonymous]

QUOTE: Originally posted by UPTRAIN

Jim spied this in North Little Rock UP Yard today, he wanted to know what it was. After some research by me, I know for sure it is an Israel Railways unit, I'm thinking G12, maybe a G16. Jim said it was 4 axle, but they sometimes switch trucks out en route. It's heading from Houston, Texas to Mount Vernon, IL, National Railway Equipment Company. It is loaded on flatcar OTTX 97030. Maybe somebody can confirm what model it is.

[img.nr]http://www.pbrail.org/Jimpix/eurounit.JPG[/img.nr]

[chad thomas]

QUOTE: Originally posted by rgroeling

Thanks, Chad, thats a great sight, added to my favorites![^]

Did you poke around the site? There are some great things in there like great explainations of signaling,air brakes,drawbar forces,fuel consumption,ect... and the photo essays are great. One of my favorites is the story of the time he got to run SP&S 700 in Montana check that one out:

http://krugtales.50megs.com/rrpictale/steam700/steam700a.htm

[Anonymous]

Thanks, Chad, thats a great sight, added to my favorites![^]

[chad thomas]

Hey Chris, Check out this site:

http://krugtales.50megs.com/rrpictale/SDP40F/SDP40Fa.htm

[Anonymous]

Okay, maybe some of the forum memebrs that are/ were railroad employees can answer this.

Well, I am 14 years old, and as a big time foamer, my favorite locomotives are F45s. My question is, is there anyone here that has ridden in/operated an F45? What are they like?

Thanks [:)]

[CShaveRR]

QUOTE: Originally posted by bobwilcox
Have flange lubricators been used on tangent track to impove fuel consumption?

Probably not intentionally. The way to go would be with something that provided a more consistent lubrication over longer stretches, such as locomotive-mounted systems. I saw a locomotive recently (CSX, maybe, or UP--didn't pay attention) that was equipped with brackets for applying lubricant in stick form to the wheels, but it was empty.

I haven't heard that much about wheel/rail lubrication lately. I think benefits were proven, but there may have been a downside that outweighed the advantages.

[bobwilcox]

QUOTE: Originally posted by mudchicken

Flange Lubricator (proper term)

Wheel plunger mechanically lets out the grease along the blades.

Usage determines maintenance/ refill schedule for the 5 gallons of grease in the pot. (Most grease now comes in a plastic sack that gets dropped in the holding pot - 30+% of the flange lubricant now used is not petroleum based)

Lubricators are quite common. Placed wherever rail wear/tonnage is a problem.

Even though train crews hate 'em, you GOTTA have them. There is a science to properly applying the grease beads in the proper amount.

Got "goop gage"? [:D]

Have flange lubricators been used on tangent track to impove fuel consumption?

[Anonymous]

What's the Difference between ABS and CTC?

[chad thomas]

Mike, One of my best steam pictures I ever took was of the 3985 in Gerlach,Nv. opening the "cylinder cocks" wide open after sitting for a water refill. The steam sprayed out over 100' feet on either side of her. I remember thinking to myself..Man that could really [censored] someone up good if they were standing near that. Although out there they really let it loose where the only thing in danger is sagebrush (the state tree I think [(-D]). Unfortunately it is a print so I can't post it.

[techguy57]

Thanks Chad![:D] That makes sense to me. If anyone cares to expand on that or knows where I might find a good diagram please let me know.

These questions were posed to me by my grandfather who grew up in Lewis, IN on the Milwaukee Road Terre Haute to Bedford line. My great grandfather was a blacksmith who I beleive worked for the NYC in Terre Haute. Several of my great-uncles worked for the railroads in Terre Haute as well, many of them as their first jobs or their first jobs back after WWII. Of course I can't get enough of their stories about the railroads. They have also been a great source of information on my for-fun research of the ammunition train accident that happened in Lewis in the 1950's.

As for the steam from the side valves, that makes sense too. My grandfather had said that he and his brothers had often walked the rails and the trains would often release steam out of the sides as they went by (of course I don't advocate this ever, but this was during the 1930's and 40's, a different time). I guessed that it was a operational procedure that also was a bit amusing for the crews[}:)][:D] Sounds like there is some truth to that.

Thanks again.

Mike

[chad thomas]

I'm no steam expert either but I think I can answer.

Steam from the driving cylinders is exhausted into the smokebox to help draft air through from the cumbustion chamber. With each cylinders exhaust valve opening there is a coresponding "CHUF". As this blast of steam shoots out the stack it draws air (smoke) from the combustion chamber with it, in essence stoking the fire with vacume from the smokebox.

Steam is released from the cylinders after they have sat for any period of time because water will condense in the cylinder. If they tried to move with water in the cylinder things would break as water does not compress.

[techguy57]

Thanks Jim for starting this "not-so-stupid" question thread. I recently have had some questions posed to me or that have come to mind I'm hoping to have answered. So here it goes:

Okay, as I said before I'm primarily a diesel fan and I don't know too much about steam. So, why does smoke "puff" out of the steam engines with a certain cadence, in rhythm so to speak rather than just pour out constantly. It is especially noticeable when the engine is first starting to move. Second question: What is the purpose of releasing steam out of the sides of the steam locos?

Thanks in advance!

Mike

[Anonymous]

QUOTE: Originally posted by UPTRAIN

Hey you guys, turns out that unit in North Little Rock was the only G8 in the country! Here's a pic of it being loaded on a ship! That's the last thing I thought it was, but it has the tiny grille at the end of the long hood, and it still has the same hood door open, lol!

http://www.railpictures.net/viewphoto.php?id=117295

Zach [8D]

Thanks for the update and the photo. It is a much better photo than mine by a long shot, and in much better light. We can actually see the cab on it too. [;)]

Good work Zach. [:)]


Carl [:)]

Thanks for your answers on the wheelset question and the 40 and 45 question.


Hey Everyone [^]

Keep those questions and answers coming. I appreciate all your help. [:D]

[UPTRAIN]

Yeah, it was the only G8 in Israel, it says they were sold to NRE, will NRE they rebuild them and sell them back? Is there some kind of international stuff that requires this?

[UPTRAIN]

Hey you guys, turns out that unit in North Little Rock was the only G8 in the country! Here's a pic of it being loaded on a ship! That's the last thing I thought it was, but it has the tiny grille at the end of the long hood, and it still has the same hood door open, lol!

http://www.railpictures.net/viewphoto.php?id=117295

[CShaveRR]

QUOTE: Originally posted by Murphy Siding

Are locomotive trucks standardized? I've read about a lot of 2nd generation units that had *trade-in* trucks from FTs or PAs. Is it that simple to re-cycle them, even, if they came from another manufacturer?

The only parts that would be re-used would be the side frames, brake rigging, and suspension system. Wheelsets are changed out regularly as a matter of course, and the traction motors were probably an integral part of the new locomotive model. The bearings could be upgraded as necessary, presumably.

Using the trucks of a different manufacturer may have brought on some "shoehorning" problems with the motors.

[CShaveRR]

QUOTE: Originally posted by cpbloom

Did Chessie System ever own any SD40/SD40-2s or were they all GP40/GP40-2s?

C&O, B&O, and Western Maryland all operated SD40s; they were in Chessie System's 7500 series.

Only the B&O owned SD40-2s, numbered 7600-7619.

[CShaveRR]

Re: Jack Wheelihan

I don't know if he's been in on the forum as a participant, but I suspect that he could be made aware of this question if a moderator were to pick up on it. He is probably the closest thing to a "universal locomotive expert" that exists--besides being a steam operator he's also retired from EMD, management side.

[Murphy Siding]

Are locomotive trucks standardized? I've read about a lot of 2nd generation units that had *trade-in* trucks from FTs or PAs. Is it that simple to re-cycle them, even, if they came from another manufacturer?
Thanks

[edblysard]

It is a G12...should see four or five more in a while.
We get these, and a bunch for Argentina, Ferro Expresso railway, in and out of Houston a lot.

Have some photos of the last Ferro Expresso G12 on its way to Argentina after NRE rebuilt it.

Got a bunch of Korean G12s in here about two years ago.

Ed

[Anonymous]

I know that is not a great photo. If it is still there tomorrow I am going to try and get some better shots of it. [8D]

NOTICE the European style couplers !

At first I was wondering if this was one of the Russian made locos that sat in Houston for the last 10 years or longer. It looks like it really does need a lot of work.

Interesting find if I do say so myself. [;)]

[Sterling1]

QUOTE: Originally posted by UPTRAIN

Jim spied this in North Little Rock UP Yard today, he wanted to know what it was. After some research by me, I know for sure it is an Israel Railways unit, I'm thinking G12, maybe a G16. Jim said it was 4 axle, but they sometimes switch trucks out en route. It's heading from Houston, Texas to Mount Vernon, IL, National Railway Equipment Company. It is loaded on flatcar OTTX 97030. Maybe somebody can confirm what model it is.

[img.nr]http://www.pbrail.org/Jimpix/eurounit.JPG[/img.nr]

I remember reading something of that nature on Trains.com a few weeks ago. Said that Israeli Railways wanted to have the units rebuilt by NRE.

Matt

[UPTRAIN]

Jim spied this in North Little Rock UP Yard today, he wanted to know what it was. After some research by me, I know for sure it is an Israel Railways unit, I'm thinking G12, maybe a G16. Jim said it was 4 axle, but they sometimes switch trucks out en route. It's heading from Houston, Texas to Mount Vernon, IL, National Railway Equipment Company. It is loaded on flatcar OTTX 97030. Maybe somebody can confirm what model it is.

[img.nr]http://www.pbrail.org/Jimpix/eurounit.JPG[/img.nr]

[cpbloom]

Did Chessie System ever own any SD40/SD40-2s or were they all GP40/GP40-2s?

[lonewoof]

Back in the late '60's, early '70's SCL (Family Lines) ran occasional publicity trips using Clinchfield RR #1 ( a 4-4-0, I think). It was backed up by a F-something B-unit, which I was led to believe was controlled from the cab of #1.
I took a slew of pictures, all of which were lost in the mail. Bummer.

[Anonymous]

QUOTE: Originally posted by CShaveRR

The person to talk to about operating the diesels in m.u. from a steam locomotive would be Jack Wheelihan, who gets out on nearly all of the trips made by big steam. I believe he came up with the concept.

Is he a Trains.com member? [?]

[CShaveRR]

The person to talk to about operating the diesels in m.u. from a steam locomotive would be Jack Wheelihan, who gets out on nearly all of the trips made by big steam. I believe he came up with the concept.

[rrandb]

QUOTE: Originally posted by rrandb

Did EMD's FT103 ABBA demonstrators leave Lagrange equipped with steam generators. If not what was the first F unit to have EMD build it with a SG installed. This is not a trvia question??? THANKS

This is the opposite. Were there any diesel's FT's built at LaGrange with steam generators before the end of WWII.

[Anonymous]

Any more discussion on the steam engine with diesel helpers would be appreciated. [:)]

More questions are always welcome also, so ask away. [;)]

[tree68]

Putting a box in a steamer to control diesels isn't new - Clinchfield did it with their little ten wheeler (which I think is now at the B&O museum). They "disguised" an F B-unit as another pax car for their excursions, since the steamer couldn't handle the trains on its own. On the other hand, I have no idea if they've done it with 3985.

[Anonymous]

After watching one of the three vids in another thread and seeing the 3985 with two diesels behind it I wonder . . . can the diesels now be controlled by the 3985's engineer (thanks to moderen technology and MU and all) or do the diesels still have to have their own train crew ? ? ? Is the 3985 set up with DPU technology ? ? ? OR is there some other way the 3985 might control the diesel helpers ? ? ? [?]

[Anonymous]

QUOTE: Originally posted by chad thomas


OK Jim, only now I have to think of NEW and IMPROVED questions as opposed to regular questions.

That is a lot of pressure.[(-D]

No Pressure Chad. [:D]

Just ask any question, someone will try and answer it. Sometimes 2 or 3 people will answer it each shedding a little different light on the subject and helping to cover it just a little more.

So ask away. The old question thread had many a good answer. I hope this one does as well.

[mudchicken]

Flange Lubricator (proper term)

Wheel plunger mechanically lets out the grease along the blades.

Usage determines maintenance/ refill schedule for the 5 gallons of grease in the pot. (Most grease now comes in a plastic sack that gets dropped in the holding pot - 30+% of the flange lubricant now used is not petroleum based)

Lubricators are quite common. Placed wherever rail wear/tonnage is a problem.

Even though train crews hate 'em, you GOTTA have them. There is a science to properly applying the grease beads in the proper amount.

Got "goop gage"? [:D]

[Anonymous]

QUOTE: Originally posted by Sterling1

These were the last questions I put on topic ...

Is there a reason for WP unit 707 for having this kind of headlight instead a vertical set?
http://www.railpictures.net/viewphoto.php?id=107255
Also is this extention common?
http://www.railpictures.net/viewphoto.php?id=107295

As of today they haven't been answered ...

Matt


Hey Matt [:)]

The single headlight was a common item on many early diesels. I really like it too, to me it adds some character to them. If you were to compare the same model with a single headlight and a twin headlight you would see what I mean. The single headlight, to me anyway, just looks better. [^]


About that homemade extension, the engineer probally did that for his own convience. Many switching jobs are done by the same crew using the same engine day after day. There might be another crew to also use this engine but they both probally agreed on that "setup" and left it just like that. I am not sure the FRA would approve of it. There are a few other items (seen in that photo) that railroaders would not like either. However, I will not point them out. You just don't leave an engine, open to people, as was done here. It certainly is a question of safety. Even if the engineer was still in the engine there are a few things he didn't do that he should have done.

[tree68]

QUOTE: Originally posted by jhhtrainsplanes

After many pages of the previous "Question" thread it appears it is the wish of the original poster to let that thread die. [:(] [V] [|)] That thread contained many extremely good questions and equally valid answers. It is a shame to see it go considering it was such a wealth of information. Many of our newer users have search that thread and learned much valuable information from it.

Perhaps it can be archived and made available via another avenue on the Trains website. Or, if someone has the time, it could be turned into an FAQ page.

[tree68]

QUOTE: Originally posted by Sterling1

These were the last questions I put on topic ...

Is there a reason for WP unit 707 for having this kind of headlight instead a vertical set?
http://www.railpictures.net/viewphoto.php?id=107255

I believe you'll find that that headlight (sorry - don't know the manufacturer) was standard for WP when that locomotive was acquired. Either it was never changed, or the current owner backdated it to original.

QUOTE:
Also is this extention common?
http://www.railpictures.net/viewphoto.php?id=107295

As of today they haven't been answered ...

Matt

Can't help you on the second one. Interesting concept, though.

[edblysard]

Trailryder,
You guessed right.
As rrandb stated, it is a flange greaser, used to lube the inside flanges of the wheels.
This one wouldn’t be located near a curve, is it?
As for turning it on and off, they are on all the time, there is a trip mechanism or trigger inside the rail head, just before the grease nozzle.
I don’t know the service schedule, but the ones on my railroad get filled once every two weeks, although they are on a switching lead with a curve, so they do get a lot of use.
Ed

[rrandb]

YES to the first question and are sometimes call flange oilers or greasers. They help prevent flange and rail wear. You don't see them very often and I do not know. Hope that helps. ENJOY

[Trailryder]

I gotta question, I don't know if it is new or improved, but it is a question.
I ran across this strange looking track greaser today. I have never seen one before and had to wonder exactly what they are for?
I can only guess that they lubricate the wheel flanges.
Is this correct or is it something all together different.
Are they used very often and how often do they need refilled.





Thanks for the new and improved question area.

And thanks for the New and improved Answers.

Later Bill

[rrandb]

Did EMD's FT103 ABBA demonstrators leave Lagrange equipped with steam generators. If not what was the first F unit to have EMD build it with a SG installed. This is not a trvia question??? THANKS

[Anonymous]

QUOTE: Originally posted by coborn35

Thanks for the new thread ***. I will have to find something I dont know....lol

No Problem, George. [:D] [;)] [:D]

[emmar]

Don't worry Jim. Until I go to college there will always be the random questions that I always come up with. It is nice that there is always someone here who will answer my questions.

Maybe I will actually be able to start answering other peoples questions someday.

Thanks for the new thread.

emmar

[coborn35]

Thanks for the new thread ***. I will have to find something I dont know....lol

[chad thomas]

OK Jim, only now I have to think of NEW and IMPROVED questions as opposed to regular questions. That is a lot of pressure.[(-D]

[Anonymous]

QUOTE: Originally posted by rrandb

Should we ask for a dedicated forum so it can not "die".?? It will then be easy to find and readilly apparent to old and new users??

We can just start using this one. [:)]

She has changed the name of the previous thread. [:(] So you won't find it under its normal name.

So, let's just make the best of this one.

[rrandb]

Should we ask for a dedicated forum so it can not "die".?? It will then be easy to find and readilly apparent to old and new users??

[Sterling1]

These were the last questions I put on topic ...

Is there a reason for WP unit 707 for having this kind of headlight instead a vertical set?
http://www.railpictures.net/viewphoto.php?id=107255
Also is this extention common?
http://www.railpictures.net/viewphoto.php?id=107295

As of today they haven't been answered ...

Matt

[Sterling1]

You know I attempted to do that a long time ago, by doing the "Electric Diesel and Steam Locomotives topic, but since then it has pretty much died ... the info is still there, just hardly any new posts.

I'm not shooting you down, but yes I agree we should have some sort of Q&A addendum ...

Matt

[Sterling1]

Jim which thread are you talking about?

I'm really tempted to discuss something but it's not appropriate (get your mind out of the gutter)

Matt