Most probably a predictor crossing, Mike. I saw the same in Livingston MT a few years back whilst MRL were switching the yard. It's smart enough to know if the train is moving or not, and how fast, and activates the crossing accordingly. Harmon Industries (now part of GE) was one of the first manufacturers of this type of crossing control. Have a look at this link: https://www.getransportation.com/general/apps/global_signaling/Products/CrossingControl.asp Copyright 2008 Jerry DeBene
Most crossings also have an Island circut, which is very close to the crossing. Copyright 2008 Jerry DeBene
ok new stupid question here where I live I see Mile long trains all the time but not much longer. is there a reason that there are not trains larger then that?? seems to me that if a train hauling intermodel and there is a second train going there hauling auto racks is going to go lets say philly would it not be cheeper to combine the 2 and save money??? besides it might releeve conjection I would think...it would also be fun to see a train that is say 5 miles long or more thanks Mike L Copyright 2008 Jerry DeBene
There can be many factors controlling train lengths. Siding capacity for meets is one. Another is available power to dispatch for any train. Then there are grades, braking, etc. Having a train as long as you suggest would place an incredible strain on draft gear. Getting it started at all, and keeping it rolling would be quite a feat. Controlling it yet another exercise. Even with DPU. Then if they cross many roads, imagine the time people would spend waiting...... Boxcab E50 Copyright 2008 Jerry DeBene
The aussies do that.... They run IMMENSE ore trains, but the railroad is flat, and straight for a LONG distance, right? And uninhabited.. Coal trains run up to 18,000 tons... An 18,000-ton piggyback train would be enormous! Copyright 2008 Jerry DeBene
Okay, here is one. I hope this doesn't sound too stupid. I see many freight trains with multiple loco's. Some are all facing forward, some alternate forward and rear facing, and some have one forward and two or three rear facing ones. What is the reason for this if any. Are they under power and if so how can you tell? -Mike Copyright 2008 Jerry DeBene
When you run units in multiple-unit consists, it makes no difference which way the units are facing. They will all be controlled from the front unit, and will operate all in the same direction, regardless of which way they are facing. I will be doing a class soon on MUing units, and you will see how they are set up then. Copyright 2008 Jerry DeBene
Heres a picture of really, the only switch that relates to direction of the locomotive that needs to be positioned correctly, and it is only for headlight control. Copyright 2008 Jerry DeBene
Thanks Jerry, but one more question. Are they all under power or are some being towed? Can't wait for the class! ...Mike Copyright 2008 Jerry DeBene
That would all depend on if it was 'on-line' with this switch, or just Isolated, and being towed. The amount of power needed to move the train would dictate how many units in the consist are on-line. The only way to tell from a 'railfan's' perspective would be to look at the exhaust stacks. If they are working, you will see the exhaust. If it is being towed, nothing will be seen coming out the stack. Copyright 2008 Jerry DeBene
JD, Not to steal your thunder but this is a fav. subject of mine. Hemi, Iron ore trains in the north of Western Aust. (Hamersley Ranges) which is mostly flat & in the middle of "no- where",can run up to 230 cars with 4 GE -8 & or AC4400-9 units with a different cab design called a Pilbara cab. or with cabless -8 helper units.The -8's are nearing there life cycle & are being replaced with AC6000's,but due to the long waiting list on these units they are using re-built SD40's as helper units only. These trains weigh in at 30,000 ton's,2.4 km long (230 cars) & run with special compresor cars in the consist to assist with braking (not totaly flat terrain!)& because of the length of the trains. A year or two ago they went for a record something like 5.4km long 80,000 odd ton's with I think six -9's!Would luv to have been there for that one! [ 22. July 2004, 05:17: Message edited by: JASON ] Copyright 2008 Jerry DeBene
Six Dash-9's would barely get 7000 tons up grade in many of the USA's mountain divisions! It must be very low-grade,a nd level in much of that area. 30,000 tons? Holy smoke! Copyright 2008 Jerry DeBene
Hemi, Sorry I messed up the link,try it now, http://www.railways.pilbara.net.au/ [ 22. July 2004, 12:58: Message edited by: JASON ] Copyright 2008 Jerry DeBene
Love the Dash-8's built on old Alco chassis, neat kitbash... (Though they would have looked nicer as Alco's ) Copyright 2008 Jerry DeBene
Fellas, Yes it's a forgotten place really & just too damn far from no-where for any real rail fanning,would luv to have a ride on a -9 or SD40 or heaven forgive,a AC6000!There is some great vid's on the place though,some great footage of helpers cutting lose on the fly,one man crews I might add.Will have alook in video cattle-dog for some names if anyone interested,or just check out the link above! Just a side note Utah RR's SD50's were ex-Hamersley Iron units! Copyright 2008 Jerry DeBene
this has to be the most interesting part of trainboard learning about how trains work!!! I always thought it would be cool if I ever had the money to buy an old shortline someware not to do buisness with but to have as a privet railroad to run my trains aroundand look cool. besides what a better way to railfan right but I will never see that in my life Mike Copyright 2008 Jerry DeBene
I have more dumb questions: What benfits do flange oilers have? Do they cause less rail/wheel wear on tight curves, or just reduce flange friction? Also, does the grease cause adhesion problems on locomotives? Does sanding on rail cause accelerated rail/wheel wear as well? Copyright 2008 Jerry DeBene
Flange oilers do help to prevent wheel and rail wear, and is why they are usually located before sharp curves. By lubricating the steel surfaces of each, it naturally prevents excessive friction. It can also, on the other hand, cause adhesion problems if too much lubrication is applied. It does not take much to get an effective coating of grease on both surfaces. When too much is applied, the excess that makes it's way to the top of the railhead could cause slipping. It is a delicate balancing act. Sanding can actually REDUCE rail wear. As the sand is applied and crushed under the wheel to help with traction, by the time the 4th or 5th wheel passes over it, it is a very fine powder, and simply blows off the rail. The alternative is to not use sand, and every time the wheels spins excessivly, it creats a rail burn, and in cases of careless train control, can leave divets in the rail, which, after time must be grinded down. I am sure we have all seen a LORAM rail grinding train at work. While these railgrinders are adding a smooth profile back to the rail, it is also removing these rail burns. [ 27. July 2004, 22:56: Message edited by: OC Engineer JD ] Copyright 2008 Jerry DeBene
