Bad train pictures

[DaveBr]

A few years back,they were selling those private cars,the price as I remember was approx.$200,000.00.Do they have certain places that you have to park them and what is the price that you have to pay to have them moved?what approx would the price be to have them switched on the back of a train going across the US? Thanks ,DaveBr.

[DaveBr]

A few years back,they were selling those private cars,the price as I remember was approx.$200,000.00.Do they have certain places that you have to park them and what is the price that you have to pay to have them moved?what approx would the price be to have them switched on the back of a train going across the US? Thanks ,DaveBr.

[Anonymous]

QUOTE: Originally posted by DaveBr

A few years back,they were selling those private cars,the price as I remember was approx.$200,000.00.Do they have certain places that you have to park them and what is the price that you have to pay to have them moved?what approx would the price be to have them switched on the back of a train going across the US? Thanks ,DaveBr.

You can park them anywhere you want, as long as you can do so legally. That is, local zoning my prohibit you from putting one in your back yard!

The cost to move it varies, but is LOTS! In order to have it moved on its own wheels on a railroad it has to meet all the requirements of a regular car. Other wise you can either fix it or have it loaded on a flat car or biiiggg truck!

See previous thread which was about a Hooters sign but just happened to include a picture of a bunch of private railcars and some links.

http://www.trains.com/community/forum/topic.asp?TOPIC_ID=21749

Go directly to http://www.aaprco.com/ for info about private railcars.

[Anonymous]

QUOTE: Originally posted by DaveBr

A few years back,they were selling those private cars,the price as I remember was approx.$200,000.00.Do they have certain places that you have to park them and what is the price that you have to pay to have them moved?what approx would the price be to have them switched on the back of a train going across the US? Thanks ,DaveBr.

You can park them anywhere you want, as long as you can do so legally. That is, local zoning my prohibit you from putting one in your back yard!

The cost to move it varies, but is LOTS! In order to have it moved on its own wheels on a railroad it has to meet all the requirements of a regular car. Other wise you can either fix it or have it loaded on a flat car or biiiggg truck!

See previous thread which was about a Hooters sign but just happened to include a picture of a bunch of private railcars and some links.

http://www.trains.com/community/forum/topic.asp?TOPIC_ID=21749

Go directly to http://www.aaprco.com/ for info about private railcars.

[MP57313]

QUOTE: Originally posted by M.W. Hemphill
Yards DO have cameras in them. They are used to view a train or cut of cars going by so the reporting marks and numbers can be recorded or compared to a train list

Mark,
In Dolores Yard and other areas I have seen cars where the roster numbers are (a) illegible due to fading and rust or (b) covered by graffiti.
Are the cameras sharp enough to pick up the numbers in other locations (truck frames, car ends), or is there some other method used to identify these "no number cars"?
Mike

[MP57313]

QUOTE: Originally posted by M.W. Hemphill
Yards DO have cameras in them. They are used to view a train or cut of cars going by so the reporting marks and numbers can be recorded or compared to a train list

Mark,
In Dolores Yard and other areas I have seen cars where the roster numbers are (a) illegible due to fading and rust or (b) covered by graffiti.
Are the cameras sharp enough to pick up the numbers in other locations (truck frames, car ends), or is there some other method used to identify these "no number cars"?
Mike

[Junctionfan]

QUOTE: Originally posted by Junctionfan

Now for a hypothetical question since I don't know where else to ask this. I am taking a van train and it is about 9860 ft and 408 axles (131 cars). I will be reaching up to 60 mph and need to hold that for 7 hours even at a grade of 2% at some spots. There might be contruction ahead so I will need to be slowing down and gaining speed quick again. Which kind of power would I need for this train?

Thankyou

Could someone help me with this question please.

[Junctionfan]

QUOTE: Originally posted by Junctionfan

Now for a hypothetical question since I don't know where else to ask this. I am taking a van train and it is about 9860 ft and 408 axles (131 cars). I will be reaching up to 60 mph and need to hold that for 7 hours even at a grade of 2% at some spots. There might be contruction ahead so I will need to be slowing down and gaining speed quick again. Which kind of power would I need for this train?

Thankyou

Could someone help me with this question please.

[Hugh Jampton]

How much does it weigh?

[Hugh Jampton]

How much does it weigh?

[Junctionfan]

I don't know. What is the average weight of a 131 car intermodal? It has 22 28 foot trailers, 30 45 foot trailers, 3 45 foot containers on chassis, 1 48 foot container on chassis, 1 48 foot trailer, 15 53 foot containers on chassis and 85 53 foot trailers. They are LTL. For consist, the train is using 16 all purpose spine cars, 22 single 89 foot Tofc flats, 8 double 89 foot Tofc flats, 1 3 unit all purpose well car, 1 4 unit all purpose well car and 1 single unit all purpose well car.

[Junctionfan]

I don't know. What is the average weight of a 131 car intermodal? It has 22 28 foot trailers, 30 45 foot trailers, 3 45 foot containers on chassis, 1 48 foot container on chassis, 1 48 foot trailer, 15 53 foot containers on chassis and 85 53 foot trailers. They are LTL. For consist, the train is using 16 all purpose spine cars, 22 single 89 foot Tofc flats, 8 double 89 foot Tofc flats, 1 3 unit all purpose well car, 1 4 unit all purpose well car and 1 single unit all purpose well car.

[Anonymous]

You have to know the weight. Average won't do. Somewhere there is a formula for hp per ton per % grade to maintain a desired mph up the hill. If you are too heavy/under powered your train stalls, if too light/over powered you are wasting power. Of course if you own the road outright you can just power to maintain track speed up the ruling grade and let er rip!

[Anonymous]

You have to know the weight. Average won't do. Somewhere there is a formula for hp per ton per % grade to maintain a desired mph up the hill. If you are too heavy/under powered your train stalls, if too light/over powered you are wasting power. Of course if you own the road outright you can just power to maintain track speed up the ruling grade and let er rip!

[Junctionfan]

1,970 tons

[Junctionfan]

1,970 tons

[Anonymous]

http://www.vcn.com/~alkrug/rrfacts/hp_te.htm

[Anonymous]

http://www.vcn.com/~alkrug/rrfacts/hp_te.htm

[Junctionfan]

Thankyou.

[Junctionfan]

Thankyou.

[Overmod]

Junctionfan, be sure to read all the way to the bottom, because your answers to acceleration and curve resistance are down there.

After reading this you will understand why the concept of 'compensated grades' is so important, and why it can be valuable to know 'car numbers' or factors for different types of traffic when trying to determine quickly what the 'right' HP and locomotive characteristics for a given train might be.

I didn't see him discuss 'momentum grades' (although I might have missed it on first reading) -- there is sometimes an assumption that a train can maintain speed on short grades by using the energy of its momentum going into the grade, and realizing that only the part of the train that is actually on the momentum grade contributes to the increased resistance -- not the whole train.

Part of the fun involved in working long trains on railroads with changing grade profiles is that part of the train may be going 'uphill' and part 'downhill' at a given moment, and curve as well as grade resistance may be locally affecting parts of the train. You can imagine what this does to braking and throttle control required for effective train control! Note also that when going over a crest, the train resistance will rise until the locomotives reach the summit, and then begin to decrease. Reducing locomotive power in this situation may cause unusual slack action or surging in the first few cars of the train (especially under certain conditions not unthinkable with stack trains). Likewise, when running through a sag, the slack may be bunched at the bottom and too much acceleration can result in weird but nonetheless remarkably forceful slack action as the momentum of the head end 'runs out' and the engineman opens the throttle up.

Experienced crews know, or learn, how to run under these conditions -- the thing to remember is that many of the techniques used directly affect the time it will take a given train to get 'over the road' on a particular division, and in some respects what type of power is required for a given schedule or other operating requirements.

Your question related to intermodal trains, so I will presume that you don't intend to do any intermediate 'doubling' of grades, all sidings are appropriate length to take the train, and there are no pushers, midtrain helper districts, etc. etc. Likewise you don't need to optimize power of certain types (e.g. AC units) or worry about nonrevenue power balancing. You'll want to keep things like that in mind, though, when adapting the theory of train operation to real railroad train-running.

[Overmod]

Junctionfan, be sure to read all the way to the bottom, because your answers to acceleration and curve resistance are down there.

After reading this you will understand why the concept of 'compensated grades' is so important, and why it can be valuable to know 'car numbers' or factors for different types of traffic when trying to determine quickly what the 'right' HP and locomotive characteristics for a given train might be.

I didn't see him discuss 'momentum grades' (although I might have missed it on first reading) -- there is sometimes an assumption that a train can maintain speed on short grades by using the energy of its momentum going into the grade, and realizing that only the part of the train that is actually on the momentum grade contributes to the increased resistance -- not the whole train.

Part of the fun involved in working long trains on railroads with changing grade profiles is that part of the train may be going 'uphill' and part 'downhill' at a given moment, and curve as well as grade resistance may be locally affecting parts of the train. You can imagine what this does to braking and throttle control required for effective train control! Note also that when going over a crest, the train resistance will rise until the locomotives reach the summit, and then begin to decrease. Reducing locomotive power in this situation may cause unusual slack action or surging in the first few cars of the train (especially under certain conditions not unthinkable with stack trains). Likewise, when running through a sag, the slack may be bunched at the bottom and too much acceleration can result in weird but nonetheless remarkably forceful slack action as the momentum of the head end 'runs out' and the engineman opens the throttle up.

Experienced crews know, or learn, how to run under these conditions -- the thing to remember is that many of the techniques used directly affect the time it will take a given train to get 'over the road' on a particular division, and in some respects what type of power is required for a given schedule or other operating requirements.

Your question related to intermodal trains, so I will presume that you don't intend to do any intermediate 'doubling' of grades, all sidings are appropriate length to take the train, and there are no pushers, midtrain helper districts, etc. etc. Likewise you don't need to optimize power of certain types (e.g. AC units) or worry about nonrevenue power balancing. You'll want to keep things like that in mind, though, when adapting the theory of train operation to real railroad train-running.

[dehusman]

A piggyback train weighs about 2/3 ton per foot and a stack train weighs just under a ton per foot.

A stack train can get by with 2.5 hp/tt and a pig train 4 hp/tt. Over 5 hp/tt you are just pissing away diesel fuel.

If you are going 7 hrs at 60 mph you are going 420 miles. No freight crew district is that long. Aren't you going to stop to change crews?

Dave H.

[dehusman]

A piggyback train weighs about 2/3 ton per foot and a stack train weighs just under a ton per foot.

A stack train can get by with 2.5 hp/tt and a pig train 4 hp/tt. Over 5 hp/tt you are just pissing away diesel fuel.

If you are going 7 hrs at 60 mph you are going 420 miles. No freight crew district is that long. Aren't you going to stop to change crews?

Dave H.

[Anonymous]

QUOTE: Originally posted by dehusman

A piggyback train weighs about 2/3 ton per foot and a stack train weighs just under a ton per foot.

A stack train can get by with 2.5 hp/tt and a pig train 4 hp/tt. Over 5 hp/tt you are just pissing away diesel fuel.

If you are going 7 hrs at 60 mph you are going 420 miles. No freight crew district is that long. Aren't you going to stop to change crews?

Dave H.

No crew changes. They are going to use one of those new crew dorm cars that were discussed in an earlier thread. [:D]

[Anonymous]

QUOTE: Originally posted by dehusman

A piggyback train weighs about 2/3 ton per foot and a stack train weighs just under a ton per foot.

A stack train can get by with 2.5 hp/tt and a pig train 4 hp/tt. Over 5 hp/tt you are just pissing away diesel fuel.

If you are going 7 hrs at 60 mph you are going 420 miles. No freight crew district is that long. Aren't you going to stop to change crews?

Dave H.

No crew changes. They are going to use one of those new crew dorm cars that were discussed in an earlier thread. [:D]

[Junctionfan]

QUOTE: Originally posted by dehusman

A piggyback train weighs about 2/3 ton per foot and a stack train weighs just under a ton per foot.

A stack train can get by with 2.5 hp/tt and a pig train 4 hp/tt. Over 5 hp/tt you are just pissing away diesel fuel.

If you are going 7 hrs at 60 mph you are going 420 miles. No freight crew district is that long. Aren't you going to stop to change crews?

Dave H.

Yes 8 hours. It is a UPS hotshot on my railroad. They go between Chicago and Boston. Crew takes the train for 7 hours, in between that, they get a 40 minute break for a meal and during that time there is a quick but thourgh inspection. Fuel, oil and water is checked then off they go.

[Junctionfan]

QUOTE: Originally posted by dehusman

A piggyback train weighs about 2/3 ton per foot and a stack train weighs just under a ton per foot.

A stack train can get by with 2.5 hp/tt and a pig train 4 hp/tt. Over 5 hp/tt you are just pissing away diesel fuel.

If you are going 7 hrs at 60 mph you are going 420 miles. No freight crew district is that long. Aren't you going to stop to change crews?

Dave H.

Yes 8 hours. It is a UPS hotshot on my railroad. They go between Chicago and Boston. Crew takes the train for 7 hours, in between that, they get a 40 minute break for a meal and during that time there is a quick but thourgh inspection. Fuel, oil and water is checked then off they go.

[Willy2]

This is off the topic of what is being talked about now, I hope nobody minds.[:)]

What is the average length of a straight piece of rail?

[Willy2]

This is off the topic of what is being talked about now, I hope nobody minds.[:)]

What is the average length of a straight piece of rail?