My son's job is to monitor the main internet route between Richmond and Philadelphia. He once told me that he never knew there were so many train derailments. The internet runs along side RR tracks and when they derail it can break the fiber lines.
I guess trains break down too
- Thread starter Chris142
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I managed to go almost 25 years before I was on a train that got someone. Apparently there's a spot right before the Naperville stop that's been used multiple times and that's where this happened. It's a sad situation overall but it's especially bad for the crews who can do nothing to stop it, and who are presumed guilty until cleared by the investigations, even if it's obviously a suicide.
You jest, but flat spots commonly condemn wheels and axles. You can youtube “train wheel flat spot” and see some pretty interesting videos. Flat spots damage the rail, traction motors, all sorts of things.
Seen a couple railfan videos from Florida where CSX was pulling some busted Amtrak Genesis. Would suck for the passengers if it was for a longish distance with no HEP.
"I do know their locomotives are different than most freight engines, particularly the air brake system."
User19876 , Are all locomotives standarized as to braking systems or connection's so a local locomotive can hook up and pull a Amtrak train?
I thought thats all regulated?
thanks' for you incite cool stuff, love trains all sizes.
User19876 , Are all locomotives standarized as to braking systems or connection's so a local locomotive can hook up and pull a Amtrak train?
I thought thats all regulated?
thanks' for you incite cool stuff, love trains all sizes.
Edit: as someone who commuted to downtown Chicago on several different train lines, I can assure you that trains do break down.
Usually on the way home after a long day in the Chi. SMH Almost like clockwork. Rail crossings too.
I handled one passenger engine one single time, over twenty years ago. I entrained the “City Of Asheville” as my third unit in the consist. This was a new Renault, and, presumably used in some sort of light commuter rail. It wasn’t obvious to me what service was intended for this locomotive. The air brakes were essentially cut out, and the brakes operated no differently than a boxcar. As to the differences in air brakes between passenger and freight, I’m sure there’s someone here who knows much more than me regarding passenger service. I would merely guess you can set up a passenger engine to operate as a freight engine in trailing position, but passenger engines and trains have more effective and more complicated braking systems — for obvious reasons.
Pretty much since George Westinghouse have they been AAR standardized on Class 1 rails. With the exception of a very small number of variations, locomotives have 2 systems: the automatic brakes control the brake pressure for the entire train, while the independent brakes control just the locomotive(s). In addition to the main brake pipe hose, there are also a series of hoses that are connected between locomotives in a consist (multiple locomotives) that connect the air compressors to help share the load and keep pressures even (reservoir hose), to apply/release the locomotive brakes of all linked units together the same (A&R hose), and one to allow the engineer to release air pressure from the locomotives in the event the train goes into an emergency stop situation to help with train handling and control (actuating hose). Locomotives are connected electronically as well to allow activation of the dynamic braking from each locomotive to contribute to the overall stopping power of the train.
Hmm may have to google what a locomotive Hose setup looks like cool stuff thanks
thought only had one air hose? or is that just for rolling stock?
thought only had one air hose? or is that just for rolling stock?
Just youtube “MU set-up” for locomotives. MU = multi-unit.
We had a few trial runs with ECP coal trains years ago. In this air brake system, there was a communication line stretching the entire length of the train. When drawing the brakes, each car would exhaust and apply simultaneously instead of having to wait until the entire trainline exhausted from the front to the rear. IIRC, passenger trains have a similar system in order to apply the brakes much faster on the train. This is opposed to a standard freight train system that would take much longer to achieve a full service brake pipe reduction.
Great just watched the movie with Densel washintion with runaway train. not knowing much looked pretty accurate?
Though like most movies people that do the movie stuff daily will see wrong stuff.
Though like most movies people that do the movie stuff daily will see wrong stuff.
Here is a pretty good pic of the MU hoses. The main brake pipe hose is the larger one under the front coupler. The large blue cable above the coupler is the electrical MU cable or "jumper cable".
Those coal trains are HEAVY. Train handling for some of those monsters must be very stress inducing.
Hogger shot the train and shut down all the dynamics. This was after clerks had failed to properly calculate the tonnage. This was crazy.
https://en.wikipedia.org/wiki/San_Bernardino_train_disaster
You just can’t get in a hurry.
Our mixed freights are even larger than coal trains now. I left the away-from-home terminal a few months ago with a train that was 21,000 tons and 14,000 feet long.
