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Where has the urban rail thread gone?

Ah well.
So heah, Länsimetro opened today: https://www.youtube.com/watch?v=9zGvhYRgBBE

They had the student orchestra to delight the early morning visitors, of whom there wandered a reasonable number, everyone thinking they'd be almost alone. Later the day very small coffee, cake slice, bag and mug ceremony. As it's saturday, some probably use the new instrument for bar crawl right away.

So yeah, urban rail - the armchair foamer's rail. Always things happening.


Nice. No platform screen doors.

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third rail > overhead

Look how neat it looks.
5 posts and 3 image replies omitted. Click reply to view.


You can't hide fatty bilevels. Only single levels can be sexy.


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dual-modes also only have 1 or 2 3rd rail shoes per power car, which for something like eurostar (2 power cars) gives 4 shoes total to draw the full hep/traction load of the train through. with gaps that might drop to 2 or 1 actually in contact with the rail, and all that current turns arcing into something destructive enough to damage the traction gear. that's why dual modes tend to carefully creep down 3rd rail, while MUs with one shoe on every truck can blast around as fast as they want.


6 gigawatts is 6 billion watts or over 500 F40PH. I don't see sny trainset pulling that kind of power.


2,515 F40PH locomotives


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I think this might be the case with Eurostar because it can have only 4 shoes for the whole trainset while Oka has whole 16 current collectors, two for each 0.68 MW KATP-2 (КАТП-2) traction drive set, just a small current for each shoe to handle.
>The killer on 3rd rail is resistance.
Although I doubt resistance is much of a problem for a very thick steel rail, while steel is less conductive than copper the 3rd rail has dozens times larger cross section. The loss of voltage might be due to current leakage into the ground which seem to me as a perfectly usual thing for the 3rd rail, especially in wet conditions.

Electric traction "outpowered" the diesel traction long time ago, dude. But damn, have you even read what was under that spoiler in >>4840 ?
spoiler: it's not 6 GW actually

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What's the rationale behind the ratio between the carrying wheels (leading wheel or trailing wheel) and the driving wheels? Like, Pacifics seem to have small leading wheels and relatively big driving wheels, while on this SO17, the leading wheels and the driving wheels are closer in size.

Are the smaller driving wheels because of more curved trackage, poorer quality track, or what?


All other things being equal, smaller diameter drive wheels give more tractive force, but they have to spin at a higher rpm to maintain the same linear speed. Being that there is a maximum safe RPM for any reciprocating engine, this equates to a lesser maximum speed.

Inversely, larger drive wheels give, all other things being equal, lesser tractive effort, but greater potential maximum speed.


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Well I think the speed-traction characteristics mostly depend on the cylinder stroke in regard to the wheel diameter and not only the wheel diameter. This is effectively a gearbox for the steam loco. But yes, usually freight machines have smaller wheels than the passenger ones and the SO17 is definitely a freight loco. I'm not actually a steam expert.
Heres a living breathing SO18 for ya.

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Shit was tasty, yo


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Some beers were named after Hungarian locos

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Any of y'all have a pole filter I can borrow?


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Well remote control operations have been discussed before I'm wondering about the older days when you had helper locomotives Midway along the train or at the back. How was it done in the 60s 70s 80s ect did the have a crew manning the other locomotives talking to the head end, did they have a device they could hook up to the MU cables to controll the helper units via radio, when did this technology come along.


Ham, you're a fucking idiot.

Distributed Power, of which you're speaking, and BeltPak, of which you're showing an image of, are two INCREDIBLY different things.

But since you insist, DP is run the same way now as it basically was back when it was first developed and it runs basically the same was a manned pusher. Radio communication between the head end and it matches what the notch and reverser position of the engineer by default. You can set up what's called a "fence" and isolate the rear motor, have it pushing while you're using dynamic braking, and that's about it. Its automatic brake valve is also cut in and will perform service reductions to match the head end so you get faster brake applications and releases. In fact, you'd almost think you were driving an automobile how fast an 8,000 ft. empty coal train with DP can stop.

There are a few other things it does in the event of lost communication like remaining in the last throttle position unless you make a 12(I think)lb. reduction in which case it goes to idle.

Different systems and all that, but it's basically the same now as it was then. It's not a very complex system.

Beltpak is very different with a computer actually taking over the selection of notch positions, most braking actions, and other stuff. It's pretty simple to run and I like it most of the time, but that's for another discussion.


Man down! Man Down!… Every time you throw a switch.


>Not holding the little button to disable it for a minute.
Mine also says "tilt timeout"

Which is the dumbest thing because it doesn't sound severe. It also stops broadcasting after 10 minutes. So add in that we have 1 man remote jobs and stupid yardmasters, you can conceivably get critically injured or incapacitated and the only way they'll know something is wrong when they realize the cars aren't getting switched.

So much for safety.


I remember getting cab rides on CP Rail's Laggan Subdivision, that's the mainline west of Calgary, Alberta up into the Rockies, circa 1985 & 1986. Usually 3 SD40-2's on the head end, a pair of slaves and a blue robot car about 40% of the way back.

I do recall tipping over the Divide and the engineer had the head end power idling but the slaves were still throttled up getting the tonnage behind it up & over. Then full dynamics all the way down to Field, BC thru the Spiral Tunnels. I've forgotten how exactly he manipulated the cab controls so he could control the slaves separately.

I once rode *cough!* without permission in the slaves on another westbound trip hauling Sultran gondolas full of sulphur pellets, 105 cars irc. That was winter 1985. Sorta weird to hear the engine throttling up & down with no one visibly doing it.

Lookup "Locotrol"

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This bunch of Brits calls themselves the Railway Swing Band.


One really needs to understand German to get the humour in these two:

https://www.youtube.com/watch?v=tMl1SjYttq8 – Schienenersatzverkehr by Kuwi Stars II
The name means Bustitution, btw. And should anyone wonder about the double red aspect on the signals shown, it meant (IIRC) All Stop (both regular trains and shunting/switching movements).

https://www.youtube.com/watch?v=wXjhszy2f9w – Deutsche Bahn by Wise Guys. Which they really are.

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Q: When is a Japanese trainset a “Sankt Moritz” class?
A: When it is a Hakone Tozan 2000 series.

Note: Hakone Tozan Railway and Rhätische Bahn (Rhaetian Railway) are sister railroads.


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The world of steep adhesion railways seems a secret society.

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Does anybody have any full english scans of Densha De D? I saw that the first two chapters were translated, but nothing else.


I have only ever seen the first two, and to get at them I had to venture into the hive of XXX and more XXX that’s otherwise known as e-hentai. Oh, well… at least I got to see a Shikoku 2000 GT (in one of the not-yet-translated chapters).

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