Bad train pictures

[Anonymous]

Signals...
There are two ways for a signal to go green, or "proceed" and tell the engineer to go.
1. CTC..Central Traffic Control ...think remote control from a dispatcher miles away who turns a switch (old days) or touches a computer screen (now days) to set up the signal.
2. ABS...automatic block signals...this is automatic, and the signal goes green when whatever made it go red is gone. The engineer will move the train if the rules (another set of discussions) allow him to go.

There is a lot more to signals, but the basics are "fail safe" if something is wrong or broken, the signals are set to stop, even if there is no signal when one is expected, the engineer must stop.

Moving a train requires meeting operating rules and signal safety. Few have ever been hurt by a standing train.

Be SAFE..Stay in the Clear (that means off the railroad tracks)

[Anonymous]

Signals...
There are two ways for a signal to go green, or "proceed" and tell the engineer to go.
1. CTC..Central Traffic Control ...think remote control from a dispatcher miles away who turns a switch (old days) or touches a computer screen (now days) to set up the signal.
2. ABS...automatic block signals...this is automatic, and the signal goes green when whatever made it go red is gone. The engineer will move the train if the rules (another set of discussions) allow him to go.

There is a lot more to signals, but the basics are "fail safe" if something is wrong or broken, the signals are set to stop, even if there is no signal when one is expected, the engineer must stop.

Moving a train requires meeting operating rules and signal safety. Few have ever been hurt by a standing train.

Be SAFE..Stay in the Clear (that means off the railroad tracks)

[Anonymous]

QUOTE: Originally posted by railpac

Ok, here we go, (lol)
altough not entirely a stupid question, I need to know how to make donations tax deductable, I am going to start the ALCo preservation society of St. Louis, MO. and I have my eye on an operating RS-3 for only $30,000 (not bad I think). So does any body have any ideas or suggestions? Any help will be greatly appreciated.

Thanks,

John Check with the railroad museum there in St. Louis. Right now its name eludes me but I am sure you know which one (if there are more than one) I am talking about. I bet they can give you some info that might be very helpful to you.

Stay safe, and Look, Listen, and L I V E

Don't forget the troops

Ed for president

[Anonymous]

QUOTE: Originally posted by railpac

Ok, here we go, (lol)
altough not entirely a stupid question, I need to know how to make donations tax deductable, I am going to start the ALCo preservation society of St. Louis, MO. and I have my eye on an operating RS-3 for only $30,000 (not bad I think). So does any body have any ideas or suggestions? Any help will be greatly appreciated.

Thanks,

John Check with the railroad museum there in St. Louis. Right now its name eludes me but I am sure you know which one (if there are more than one) I am talking about. I bet they can give you some info that might be very helpful to you.

Stay safe, and Look, Listen, and L I V E

Don't forget the troops

Ed for president

[Anonymous]

Wabash,

Item 1 and 2 are the only two FRA legitamate brake testings allowed. The pressure for a train must be read either by an air guage fitted to a glad hand, or through a EOT. Pressure must be built up to a minimum 75 pounds before applying the brakes. Once applied, either a car knocker, brakeman, or conductor must walk his train to make sure that the brakes have all applied. 5 lbs leakage is correct. Some railroads have tighted up to 2 lbs. Engines have their test, and the train has its. Both must be conducted. Only time a train must not be walked if the train is in route and the air "dumps" and the train is able to make communication with the EOT, pressure builds back up. If EOT has lost communication, and cannot be reset, pressure must be built back up, and train must be walked. If the EOT fails, train must reduce speed accordingly, until a replacement can be tested and switched. Had this happened, had to walk a coal drag, no footing, no shoulder, in a swamp, on the C&O, not fun.

Take care,

R....

[Anonymous]

Wabash,

Item 1 and 2 are the only two FRA legitamate brake testings allowed. The pressure for a train must be read either by an air guage fitted to a glad hand, or through a EOT. Pressure must be built up to a minimum 75 pounds before applying the brakes. Once applied, either a car knocker, brakeman, or conductor must walk his train to make sure that the brakes have all applied. 5 lbs leakage is correct. Some railroads have tighted up to 2 lbs. Engines have their test, and the train has its. Both must be conducted. Only time a train must not be walked if the train is in route and the air "dumps" and the train is able to make communication with the EOT, pressure builds back up. If EOT has lost communication, and cannot be reset, pressure must be built back up, and train must be walked. If the EOT fails, train must reduce speed accordingly, until a replacement can be tested and switched. Had this happened, had to walk a coal drag, no footing, no shoulder, in a swamp, on the C&O, not fun.

Take care,

R....

[edblysard]

The structure is a sanding facility. The dried sand is blown up the black tubes, and stored in the bunkes, or the box like funnels, gravity feed delivers the sand to the locomotive. The walkway is there to allow service to the bunkers, lucky yard crews, its covered, ours is open.
The equipment is a tamper. The arms on the front reach down, lift the track and ties a few inches, the fingers on the part that looks like a upside down bottle jack, reach down and tamp and repack the ballast under the ties. Add the correct accessories, and this same piece of equipment does double duty as a spike puller/spike driver.
Stay Frosty,
Ed

[edblysard]

The structure is a sanding facility. The dried sand is blown up the black tubes, and stored in the bunkes, or the box like funnels, gravity feed delivers the sand to the locomotive. The walkway is there to allow service to the bunkers, lucky yard crews, its covered, ours is open.
The equipment is a tamper. The arms on the front reach down, lift the track and ties a few inches, the fingers on the part that looks like a upside down bottle jack, reach down and tamp and repack the ballast under the ties. Add the correct accessories, and this same piece of equipment does double duty as a spike puller/spike driver.
Stay Frosty,
Ed

[Anonymous]

QUOTE: Originally posted by goboard

Hi Nora,

Looked at your pix.

The top structure is either for loading the hoppers in the foreground, or for engine servicing. Because it appears to be a conveyor structure which feeds funnels in the supports, I am guessing this is used for filling hoppers. Otherwise, I would say it is for sander refills on locomotives, except that the sand must be kept dry and would be fed through pipes rather than conveyors. You can see the vacuum tubes running off of the funnels, which is kind of confusing, but I would imagine that this is a transload facility which feeds pellet material not succeptable to moisture.

The CSX MOW equipment appears to be either a tamper or a track spiker. Because I can't see any spike feeding apparatus, I am guessing this is a tamper. The fingers on the front lower into the ballast and compress it to support the ties.

The last picture is a series of locos awaiting servicing. What happens is regional RRs and shortlines contract rehabilitation work on second-hand units purchased from Class 1 RRs. The locos are shipped to a large engine maintenance area on a Class 1 (like CSX) where they are rebuilt and then delivered to the smaller RRs which don't have heavy equipment facilities. They are also repainted, although some shortlines choose to do their own external bodywork. These contracts keep steady work for the loco shops, instead of having to furlough employees depending upon seasonal fluctuations in workload.

Yeah, we had something similar work on tracks when railroad was replacing ties on the old branch near my house.

[Anonymous]

QUOTE: Originally posted by goboard

Hi Nora,

Looked at your pix.

The top structure is either for loading the hoppers in the foreground, or for engine servicing. Because it appears to be a conveyor structure which feeds funnels in the supports, I am guessing this is used for filling hoppers. Otherwise, I would say it is for sander refills on locomotives, except that the sand must be kept dry and would be fed through pipes rather than conveyors. You can see the vacuum tubes running off of the funnels, which is kind of confusing, but I would imagine that this is a transload facility which feeds pellet material not succeptable to moisture.

The CSX MOW equipment appears to be either a tamper or a track spiker. Because I can't see any spike feeding apparatus, I am guessing this is a tamper. The fingers on the front lower into the ballast and compress it to support the ties.

The last picture is a series of locos awaiting servicing. What happens is regional RRs and shortlines contract rehabilitation work on second-hand units purchased from Class 1 RRs. The locos are shipped to a large engine maintenance area on a Class 1 (like CSX) where they are rebuilt and then delivered to the smaller RRs which don't have heavy equipment facilities. They are also repainted, although some shortlines choose to do their own external bodywork. These contracts keep steady work for the loco shops, instead of having to furlough employees depending upon seasonal fluctuations in workload.

Yeah, we had something similar work on tracks when railroad was replacing ties on the old branch near my house.

[Anonymous]

Hi Nora,

Looked at your pix.

The top structure is either for loading the hoppers in the foreground, or for engine servicing. Because it appears to be a conveyor structure which feeds funnels in the supports, I am guessing this is used for filling hoppers. Otherwise, I would say it is for sander refills on locomotives, except that the sand must be kept dry and would be fed through pipes rather than conveyors. You can see the vacuum tubes running off of the funnels, which is kind of confusing, but I would imagine that this is a transload facility which feeds pellet material not succeptable to moisture.

The CSX MOW equipment appears to be either a tamper or a track spiker. Because I can't see any spike feeding apparatus, I am guessing this is a tamper. The fingers on the front lower into the ballast and compress it to support the ties.

The last picture is a series of locos awaiting servicing. What happens is regional RRs and shortlines contract rehabilitation work on second-hand units purchased from Class 1 RRs. The locos are shipped to a large engine maintenance area on a Class 1 (like CSX) where they are rebuilt and then delivered to the smaller RRs which don't have heavy equipment facilities. They are also repainted, although some shortlines choose to do their own external bodywork. These contracts keep steady work for the loco shops, instead of having to furlough employees depending upon seasonal fluctuations in workload.

[Anonymous]

Hi Nora,

Looked at your pix.

The top structure is either for loading the hoppers in the foreground, or for engine servicing. Because it appears to be a conveyor structure which feeds funnels in the supports, I am guessing this is used for filling hoppers. Otherwise, I would say it is for sander refills on locomotives, except that the sand must be kept dry and would be fed through pipes rather than conveyors. You can see the vacuum tubes running off of the funnels, which is kind of confusing, but I would imagine that this is a transload facility which feeds pellet material not succeptable to moisture.

The CSX MOW equipment appears to be either a tamper or a track spiker. Because I can't see any spike feeding apparatus, I am guessing this is a tamper. The fingers on the front lower into the ballast and compress it to support the ties.

The last picture is a series of locos awaiting servicing. What happens is regional RRs and shortlines contract rehabilitation work on second-hand units purchased from Class 1 RRs. The locos are shipped to a large engine maintenance area on a Class 1 (like CSX) where they are rebuilt and then delivered to the smaller RRs which don't have heavy equipment facilities. They are also repainted, although some shortlines choose to do their own external bodywork. These contracts keep steady work for the loco shops, instead of having to furlough employees depending upon seasonal fluctuations in workload.

[Anonymous]

Man, i learnt alot of things!

[Anonymous]

Man, i learnt alot of things!

[Anonymous]

I meant how they work. Thanx for explaining.[:)]

[Anonymous]

I meant how they work. Thanx for explaining.[:)]

[edblysard]

As in what the sanders do, or how do they operate?
The sand boxes hold about 1 cubic yard of fine grade, dry sand. They use gravity feed to fill a smaller compartment, which has air pressure from the compressor applied, which in turn blows the sand through a tube that delivers it between the leading wheel and the rail. One on each end of the locomotive, the engineer can chose which truck to sand.
Newer locomotives have automatic sanders, which apply sand whenever they have wheel slip.
The sand used is top quality, fine sand, dried with heat and air.
The sanders are the hoses on the trucks which are aimed to point inbetween the leading edge of the leading wheel and rail.
Ed

QUOTE: Originally posted by Alaskaman

Here is my question-
I would like to know how exactly sander works in a locomotive, and how much sand can it carry[?]

[edblysard]

As in what the sanders do, or how do they operate?
The sand boxes hold about 1 cubic yard of fine grade, dry sand. They use gravity feed to fill a smaller compartment, which has air pressure from the compressor applied, which in turn blows the sand through a tube that delivers it between the leading wheel and the rail. One on each end of the locomotive, the engineer can chose which truck to sand.
Newer locomotives have automatic sanders, which apply sand whenever they have wheel slip.
The sand used is top quality, fine sand, dried with heat and air.
The sanders are the hoses on the trucks which are aimed to point inbetween the leading edge of the leading wheel and rail.
Ed

QUOTE: Originally posted by Alaskaman

Here is my question-
I would like to know how exactly sander works in a locomotive, and how much sand can it carry[?]

[Anonymous]

Here is my question-
I would like to know how exactly sander works in a locomotive, and how much sand can it carry[?]

[Anonymous]

Here is my question-
I would like to know how exactly sander works in a locomotive, and how much sand can it carry[?]

[Anonymous]

Ok, here we go, (lol)
altough not entirely a stupid question, I need to know how to make donations tax deductable, I am going to start the ALCo preservation society of St. Louis, MO. and I have my eye on an operating RS-3 for only $30,000 (not bad I think). So does any body have any ideas or suggestions? Any help will be greatly appreciated.

Thanks,

[Anonymous]

Ok, here we go, (lol)
altough not entirely a stupid question, I need to know how to make donations tax deductable, I am going to start the ALCo preservation society of St. Louis, MO. and I have my eye on an operating RS-3 for only $30,000 (not bad I think). So does any body have any ideas or suggestions? Any help will be greatly appreciated.

Thanks,

[JoeKoh]

check your email.
stay safe
joe

[JoeKoh]

check your email.
stay safe
joe

[Nora]

I have another one and this time it's a picture question! One is a picture of a big structure in the same yard where I saw the slugs.

The other picture is of a piece of equipment that's just been sitting on an unused second track at the end of my street for a week.

The pictures are at http://horsfall.departmentofmysteries.com/trains.html -- they are the ones at the top of the page. I would love to know what these things are if anyone can identify them.

I'm sorry the pictures aren't great; they were taken with a 4 year old digital camera (and in the case of the first picture, while riding in a car at 50mph). The only other cameras I have are 2 ancient Rolleis and a gaggle of old Polaroid Land cameras, so it's going to be crummy digital pictures from me for a while! [:D]

--Nora

[Nora]

I have another one and this time it's a picture question! One is a picture of a big structure in the same yard where I saw the slugs.

The other picture is of a piece of equipment that's just been sitting on an unused second track at the end of my street for a week.

The pictures are at http://horsfall.departmentofmysteries.com/trains.html -- they are the ones at the top of the page. I would love to know what these things are if anyone can identify them.

I'm sorry the pictures aren't great; they were taken with a 4 year old digital camera (and in the case of the first picture, while riding in a car at 50mph). The only other cameras I have are 2 ancient Rolleis and a gaggle of old Polaroid Land cameras, so it's going to be crummy digital pictures from me for a while! [:D]

--Nora

[JoeKoh]

I'd have to agree with Jim.I rode "the Beast" during a rainstorm.They couldn't bring us back we were down the first hill already.65mph you knew what a winshield felt like.
stay safe
joe

[JoeKoh]

I'd have to agree with Jim.I rode "the Beast" during a rainstorm.They couldn't bring us back we were down the first hill already.65mph you knew what a winshield felt like.
stay safe
joe

[Anonymous]

QUOTE: Originally posted by brasspndr

Hi All,
As I understand the term, This is location on train where a hobo could ride reasonably safely, and invisibly. The back of the Tender, and doorway of baggage or mail car next to engine come to mind. Also have seen photos of hobos riding on the very front of the steam engine by the smokebox. In this location they would have been out of sight of the engine crew. Great view, & lots of free airconditioning.
Bob

On the pilot, not me, I'll pay the fair and have a real ride. Of course riding the pilot at 70 - 80 mph would be a "REAL RIDE" too, but I will have to pass on that one. It just doesn't fit with my stay safe motto.

Stay Safe and Look, Listen, and LIVE

Don't forget the troops

Ed for President

[Anonymous]

QUOTE: Originally posted by brasspndr

Hi All,
As I understand the term, This is location on train where a hobo could ride reasonably safely, and invisibly. The back of the Tender, and doorway of baggage or mail car next to engine come to mind. Also have seen photos of hobos riding on the very front of the steam engine by the smokebox. In this location they would have been out of sight of the engine crew. Great view, & lots of free airconditioning.
Bob

On the pilot, not me, I'll pay the fair and have a real ride. Of course riding the pilot at 70 - 80 mph would be a "REAL RIDE" too, but I will have to pass on that one. It just doesn't fit with my stay safe motto.

Stay Safe and Look, Listen, and LIVE

Don't forget the troops

Ed for President