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

[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.