Bad train pictures

[Nora]

Hey, I have a star!

[Nora]

Hey, I have a star!

[Modelcar]

.....I have wondered about the tank cars being lower in the middle just as you Nora...and I recently read it is to enhance the process of draining of the liquid. As for a retarder, it has different meanings for different applications, so I'll let a railroader answer that one.
In general terms a retarder will slow down whatever it is connected to....rotating shaft, axle, vehicle, etc.....But I'm sure you want the answer for one related to the railroad.

[Modelcar]

.....I have wondered about the tank cars being lower in the middle just as you Nora...and I recently read it is to enhance the process of draining of the liquid. As for a retarder, it has different meanings for different applications, so I'll let a railroader answer that one.
In general terms a retarder will slow down whatever it is connected to....rotating shaft, axle, vehicle, etc.....But I'm sure you want the answer for one related to the railroad.

[edblysard]

Hi Nora,
Quinton had it, the tanks have lower centers to facilitate emptying of all the contents.
When tank and hopper cars enter the first yard with a scale track, they are often weighed so the carrier can charge the correct amount.
When the tanks are not empty, the shipper pays for that little extra weight.

Conversley, if the car is loaded, and the shipper wants to make sure they are paying and being charged the correct amount, the cars are weighed then, too.
If the cars are overloaded, the carrier can be fined by the FRA, so overweight cars are returned to the shipper.
They like the tank cars with the low center, as it allows them to completly drain the car.
In a tank car with a completly level bottom, some of the product will always settle in the ends, and if the track where the cars are unloaded is not perfectly level, some of the product will flow to and remain in the low end.
With the funnel center, thats is not a problem any more.
Most of the new tank cars have the dropped or lower center discharge.

Who decides what kind and how many locomotives?
The road foreman of engines decides, but most often, based on the tonnage and terrain, he has a set number of locomotives totaling a set percent of horsepower per ton that he informs the yardmaster of, and the ready track crew.
When the ready track crews assemble locomotive consists, they check the roadforman's list to see what type of locomotives are assigned to what train, and how much horsepower that paticular train needs.
These lists are made up a day or so in advance, based on anticipated departures and power needs.
Most railroads have set minimum HP to tonnage ratings they have to follow, and the conductor is required to make sure the correct amount of power has been assembled before he accepts the train.

If they can, the ready track assemble the consist with a unit facing in opposite directions from each other, noses out, so the crews do not have to turn the consist when they arrive at their destination, just move from one locomotive to the other for the return trip.
If it cant be helped, sometimes it ends up with locomotives facing the "wrong" direction, or rear facing forward, it really donst matter, they run just as well backwards as forewards, it just a matter of crew comfort and visability.

Retarders, not to be confused with retainers.

Retainers are a brake valve that allows the engineer to make a brake application, and then the conductor walks the train, turning a set number of these retainer valves on the cars brake system, so when the engineer releases the brakes, those cars with their retainer valves set do not release their brakes, they "retain" the last brake setting.
This helps with long, steep downhill moves, as it provides a constant amount of braking power in addition to what the engineer applies later.
No matter what else happens, these cars will have their brakes "on".

Retarders are a device that slows cars coming down a hump yard lead.

They are electric or phnumatic and or hydrolic devices that grab the inside of the wheel flange between a friction rail and the stock rail, one on each side, to provide braking.
This is to make sure cars coming down the hump do not exceed the safe coupling speed in the yard.

Several sets of retarders are often placed in a row on the downhill lead track, which allows the hump master to control the speed of the cars very accurately, and often there is another set that protects tracks proper.

These thing are very loud, and make a incredible high pitched squeal when the wheels pass through them.
It can be painful to your ears.

Depending on whos yard it is, coupling speed is most often 4 mph or less, to prevent damage to the cars and their contents.

If several cars are humped in a group, the additional weight and mass will get them going pretty fast, so having several sets of these retarders spaced out in a row allows the cut or group of cars to be slowed down in stages before they get to the coupling.

Stay Frosty,
Ed

[edblysard]

Hi Nora,
Quinton had it, the tanks have lower centers to facilitate emptying of all the contents.
When tank and hopper cars enter the first yard with a scale track, they are often weighed so the carrier can charge the correct amount.
When the tanks are not empty, the shipper pays for that little extra weight.

Conversley, if the car is loaded, and the shipper wants to make sure they are paying and being charged the correct amount, the cars are weighed then, too.
If the cars are overloaded, the carrier can be fined by the FRA, so overweight cars are returned to the shipper.
They like the tank cars with the low center, as it allows them to completly drain the car.
In a tank car with a completly level bottom, some of the product will always settle in the ends, and if the track where the cars are unloaded is not perfectly level, some of the product will flow to and remain in the low end.
With the funnel center, thats is not a problem any more.
Most of the new tank cars have the dropped or lower center discharge.

Who decides what kind and how many locomotives?
The road foreman of engines decides, but most often, based on the tonnage and terrain, he has a set number of locomotives totaling a set percent of horsepower per ton that he informs the yardmaster of, and the ready track crew.
When the ready track crews assemble locomotive consists, they check the roadforman's list to see what type of locomotives are assigned to what train, and how much horsepower that paticular train needs.
These lists are made up a day or so in advance, based on anticipated departures and power needs.
Most railroads have set minimum HP to tonnage ratings they have to follow, and the conductor is required to make sure the correct amount of power has been assembled before he accepts the train.

If they can, the ready track assemble the consist with a unit facing in opposite directions from each other, noses out, so the crews do not have to turn the consist when they arrive at their destination, just move from one locomotive to the other for the return trip.
If it cant be helped, sometimes it ends up with locomotives facing the "wrong" direction, or rear facing forward, it really donst matter, they run just as well backwards as forewards, it just a matter of crew comfort and visability.

Retarders, not to be confused with retainers.

Retainers are a brake valve that allows the engineer to make a brake application, and then the conductor walks the train, turning a set number of these retainer valves on the cars brake system, so when the engineer releases the brakes, those cars with their retainer valves set do not release their brakes, they "retain" the last brake setting.
This helps with long, steep downhill moves, as it provides a constant amount of braking power in addition to what the engineer applies later.
No matter what else happens, these cars will have their brakes "on".

Retarders are a device that slows cars coming down a hump yard lead.

They are electric or phnumatic and or hydrolic devices that grab the inside of the wheel flange between a friction rail and the stock rail, one on each side, to provide braking.
This is to make sure cars coming down the hump do not exceed the safe coupling speed in the yard.

Several sets of retarders are often placed in a row on the downhill lead track, which allows the hump master to control the speed of the cars very accurately, and often there is another set that protects tracks proper.

These thing are very loud, and make a incredible high pitched squeal when the wheels pass through them.
It can be painful to your ears.

Depending on whos yard it is, coupling speed is most often 4 mph or less, to prevent damage to the cars and their contents.

If several cars are humped in a group, the additional weight and mass will get them going pretty fast, so having several sets of these retarders spaced out in a row allows the cut or group of cars to be slowed down in stages before they get to the coupling.

Stay Frosty,
Ed

[Anonymous]

QUOTE: Originally posted by Nora

Hey, I have a star!

Way to go Nora[:p]
Keep them questions coming in.

[Anonymous]

QUOTE: Originally posted by Nora

Hey, I have a star!

Way to go Nora[:p]
Keep them questions coming in.

[Anonymous]

QUOTE: Originally posted by Nora

Hey, I have a star!

Yes Nora you have a star. (You always had a "star" in our hearts) [:)]

We must also award a "star" to your Stupid Question Thread it is also a winner. It is alive and well and growing most every day. As I said very early in the thread you did good starting this one.

[Anonymous]

QUOTE: Originally posted by Nora

Hey, I have a star!

Yes Nora you have a star. (You always had a "star" in our hearts) [:)]

We must also award a "star" to your Stupid Question Thread it is also a winner. It is alive and well and growing most every day. As I said very early in the thread you did good starting this one.

[CSSHEGEWISCH]

I'll vouch for the high-pitched squeal of retarders. I live about a mile from the crest of a bi-directional hump and I can hear the squeal quite clearly, especially at night.
Some yards have inert retarders toward the far end of the classification tracks. How do these work and how do pulldown engines move a cut of cars through these to the departure yard.

[CSSHEGEWISCH]

I'll vouch for the high-pitched squeal of retarders. I live about a mile from the crest of a bi-directional hump and I can hear the squeal quite clearly, especially at night.
Some yards have inert retarders toward the far end of the classification tracks. How do these work and how do pulldown engines move a cut of cars through these to the departure yard.

[JoeKoh]

QUOTE: Originally posted by jhhtrainsplanes

QUOTE: Originally posted by Nora

Hey, I have a star!

Yes Nora you have a star. (You always had a "star" in our hearts) [:)]

We must also award a "star" to your Stupid Question Thread it is also a winner. It is alive and well and growing most every day. As I said very early in the thread you did good starting this one.

Hey Jim look out nora will be catching up as soon as she gets settled in.Nora when you do I got pictures for you.[:)]
stay safe
Joe

[JoeKoh]

QUOTE: Originally posted by jhhtrainsplanes

QUOTE: Originally posted by Nora

Hey, I have a star!

Yes Nora you have a star. (You always had a "star" in our hearts) [:)]

We must also award a "star" to your Stupid Question Thread it is also a winner. It is alive and well and growing most every day. As I said very early in the thread you did good starting this one.

Hey Jim look out nora will be catching up as soon as she gets settled in.Nora when you do I got pictures for you.[:)]
stay safe
Joe

[Anonymous]

I am wonering some of the examples of the HP/tonnage ratios? ? ? I quite frequently see what I think are underpowered trains around this mountain grade. Pairs of SD40-2 helpers/pushers will help the train up and down, but it is still a sight to see, there will be a loaded freight train with 2 D9-40CWs leading and a pair of helpers pushing, and they are not going more than 10 mph. Then I will see an intermodal with sometimes 4+ units, of which only about 2 or 3 are operating. Maybe it is just the way NS runs things here, I don't know. I could use some of the HP/Tonnage ratios to help my understanding of this. Thanks..

[Anonymous]

I am wonering some of the examples of the HP/tonnage ratios? ? ? I quite frequently see what I think are underpowered trains around this mountain grade. Pairs of SD40-2 helpers/pushers will help the train up and down, but it is still a sight to see, there will be a loaded freight train with 2 D9-40CWs leading and a pair of helpers pushing, and they are not going more than 10 mph. Then I will see an intermodal with sometimes 4+ units, of which only about 2 or 3 are operating. Maybe it is just the way NS runs things here, I don't know. I could use some of the HP/Tonnage ratios to help my understanding of this. Thanks..

[dharmon]

What sort of schedule dictates locomotive and rolling stock maintenance other than unscheduled maint actions (bad order). Is it calendar, hour/mileage or event based. Aircraft have inspections based on all three?

[dharmon]

What sort of schedule dictates locomotive and rolling stock maintenance other than unscheduled maint actions (bad order). Is it calendar, hour/mileage or event based. Aircraft have inspections based on all three?

[kwboehm]

OK, I have a question, I just don't know who to direct it to...probably an engineer or someone on the inside.

Is the engineer of an Amtrak train an employee of the host railroad (BNSF, UP) or are they Amtrak employees only? Also, are their areas or crew change points the same as the host railroads? (OK, so I had 2 questions)

[kwboehm]

OK, I have a question, I just don't know who to direct it to...probably an engineer or someone on the inside.

Is the engineer of an Amtrak train an employee of the host railroad (BNSF, UP) or are they Amtrak employees only? Also, are their areas or crew change points the same as the host railroads? (OK, so I had 2 questions)

[edblysard]

Dan,
I think its every 92 days the FRA requires a railroad to shop the locomotive for the full court press.
Every 24 hours, the locomotive must be inspected by a qualified engineer and a inspection card is filled out.
This card remainds on the locomotive.
The engineer looks for things like flat spots on wheels, low coolant and oil, fuel status, headlights and ditch lights number boards working, windshield wipers wipping, brakes that work, things of that nature.
When taken in for fuel, most shop forces do the once over on major things like oils, lubes, brake shoes and such.
Like the aircraft you use, each locomotive has a scheduled maintaince, when its due for a oil and filter change, its shopped then.

Kwbohem,
Yes, they work for Amtrak.
On the rare occasion when a new engineer is running, or is new to the territory, the host railroad will put a pilot engineer on board to help guide the new guy, but again, thats rare.
Crew change point are the stations or stops along the way, although in instances where the crew dies on the hours of service, I am sure Amtrak cabs a new crew out to them where ever they may be.
This would not be too often, as crews know when they are short on time, and would have made arrangments to have a fresh crew standing by at the next stop.
Stay Frosty,
Ed

[edblysard]

Dan,
I think its every 92 days the FRA requires a railroad to shop the locomotive for the full court press.
Every 24 hours, the locomotive must be inspected by a qualified engineer and a inspection card is filled out.
This card remainds on the locomotive.
The engineer looks for things like flat spots on wheels, low coolant and oil, fuel status, headlights and ditch lights number boards working, windshield wipers wipping, brakes that work, things of that nature.
When taken in for fuel, most shop forces do the once over on major things like oils, lubes, brake shoes and such.
Like the aircraft you use, each locomotive has a scheduled maintaince, when its due for a oil and filter change, its shopped then.

Kwbohem,
Yes, they work for Amtrak.
On the rare occasion when a new engineer is running, or is new to the territory, the host railroad will put a pilot engineer on board to help guide the new guy, but again, thats rare.
Crew change point are the stations or stops along the way, although in instances where the crew dies on the hours of service, I am sure Amtrak cabs a new crew out to them where ever they may be.
This would not be too often, as crews know when they are short on time, and would have made arrangments to have a fresh crew standing by at the next stop.
Stay Frosty,
Ed

[techguy57]

My turn to post a question:

What does " kicking" a car mean?

[techguy57]

My turn to post a question:

What does " kicking" a car mean?

[dharmon]

I think was discussed in detail the Hump vs flat switching thread. I don't think I could do justice trying to splain it myself.

[dharmon]

I think was discussed in detail the Hump vs flat switching thread. I don't think I could do justice trying to splain it myself.

[dharmon]

So why in the world was a NS unit in SoCal today?

[dharmon]

So why in the world was a NS unit in SoCal today?

[Mookie]

QUOTE: Originally posted by techguy57

My turn to post a question:

What does " kicking" a car mean?

It is a "knudge" with an engine....that is the technical splanation.

Mookie

[Mookie]

QUOTE: Originally posted by techguy57

My turn to post a question:

What does " kicking" a car mean?

It is a "knudge" with an engine....that is the technical splanation.

Mookie