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File: 1550642719056.jpg (705.29 KB, 2048x1365, 017A9575 CP 4403 Alyth 11….jpg)

 No.6849[Reply]

I'm still alive.


File: 1526937558455.jpg (66.75 KB, 500x330, 500px-PortlandStreetcar5.jpg)

 No.5710[Reply]

Does anyone find it weird that Škoda makes small quantities of trams for overseas use, when nobody in America uses their cars? We have like 1 or two trams here in Tacoma.
14 posts and 11 image replies omitted. Click reply to view.

 No.6820

>>6815
I can't speak for the other cities that have bought them, but here in Dallas the Brookville cars haven't been especially reliable.

Tex, if you see this, as someone on the inside, do you have any insight into what the problem is with the streetcars? I remember hearing that 2 of the 4 were delivered inoperable, and it seems that if 1 goes out of service, there isn't a backup (though I assume this could be more an issue of the broken down car blocking the tracks).

 No.6830

>>6820
I wasn't around for delivery, so I don't know about the start up issues. I'll ask a friend of mine though; she's been on them since day one.

More recently, the streetcars have been doing better. I think the last major problem they had was brakes not functioning properly. They'd apply just fine, thankfully, but they wouldn't release. This would happen at random. Another big issue wasn't even the cars' fault - a lot of operators simply forgot to put the pantograph down before going off wire. The wire starts again right at the proper height, so hitting that would rip the pans clean off. There's been a few issues with doing body work because the Liberty cars use a LOT of fiberglass panels as compared to the all steel light rail vehicles, so no one in the body shop really knew how to do repairs at first.

As to how the various issues were fixed, it's kind of a mystery. Dallas signed a contract allowing Brookville to do all of the work on these teething issues themselves. If at any point a Brookville representative wants to do work on any proprietary part or using a proprietary method, they can clear out every single DART employee from the barn, no questions asked. It's been interesting.

 No.6835

Thank God these weird novelty circulators are already falling out of a favour; the number of them being proposed was starting to be pretty ridiculous. I kind of wonder how many of the lines that did get built will even receive a second generation of rolling stock vs. those that will just be abandoned and paved over once the LRVs become life expired.

 No.6844

>>6835
Well like few systems, such Portland, Seattle or Milwaukee could turn out to be ok once they are given some time. This class of modern light rail vehicle is really kind of new to the America; previosly early 2nd gen light rails were there heavily separate half trains like can be see n in Salt Lake City, Dallas or San Diego.

In places like Tacoma, Tempe, Cincinnati or Memphis Paso I cannot see what is the planned end game there, unless it's like as said, they get "paved over once the LRVs become life expired."

DC used to look like as it had potential and solid plan in place, but it turned out an exercise of the most pathological way of running an American urban development project.

In long time ago I saw a picture of possible Dallas streetcar expansion to South-Eest, where it could have formed it's own kind of Boston green line regionally limited system, but since I can't find a peep about it anymore, supposedly it was too grandiose for the time being :(

All in all you Americans would desperately need to see one of these 2nd generation modern streetcars frowing up from the "dowmtown circulator" forming its own independent system that offers additional high frequency service at the core regions of thelarger transportation network. Like Portland Streetcar getting Lake Oswego line or a few East-West lines running. Sadly, nothing like that there or elsewhere in the immediate future, it seems.

Anyway, this is my outsider view of things.

 No.6848

>>6844
>In long time ago I saw a picture of possible Dallas streetcar expansion to South-Eest, where it could have formed it's own kind of Boston green line regionally limited system, but since I can't find a peep about it anymore, supposedly it was too grandiose for the time being :(
I don't know about that. Dallas always kind of surprises me in terms of how much transit infrastructure they actually manage to build. I honestly never expected the downtown subway to happen after sitting in limbo since the inception of the system but here we are and it looks like it might actually happen. So I wouldn't rule it out taking that into consideration.
Like, it's kind of astonishing to think that the Fort Worth-Dallas metro region has been one of the most active regions in terms of rail transit deployment in the last two decades. The low ridership levels on DART still baffle me though.



File: 1549689950276.jpg (1.24 MB, 1920x2560, Russian_SA-3_railway_coupl….jpg)

 No.6789[Reply]

The longest and heaviest train with SA3 couplings ran on 20 February 1986 from Ekibastuz to the Urals, Soviet Union. Is there any documentation about it?
5 posts and 3 image replies omitted. Click reply to view.

 No.6837

File: 1550381970297.jpg (392.09 KB, 1280x714, 214570.jpg)

>>6834
Well it's rather simple, really. Most of the yards were built or rebuilt in the times where no one even dreamed of locomotives capable of hauling consists longer than around a kilometer on the given profile.

Especially given that many areas on USSR/Russia's rail network are notorious for the harsh profile which totally didn't help, considering most of the Soviet steam engines were rather humble (compared to US counterparts), you could say in those times the railway operation model in USSR was more aligned with the European model with their small versatile locos and shorter trains, and the gigantomania didn't came until, like, third generation of diesel locomotives, where it became clear that it is really easy to create an enormous extra-powerful loco just by linking a few "modules", usually based on a single-unit loco, together. But by then the general shape of the rail network was already set and it was too much of a hustle to change something.

Of course some areas do feature trains of around a hundred cars, and there are newer or more recently rebuilt stations but with all that the harsh profile also didn't disappear, and the abilities in terms of reasonable to operate super-powerful locos are still limited, at least in diesel traction. There are a few other specifics and caveats on our railways which don't help either but I have no intention for this comment to grow into a scientific article.

However with all that said we still happen to be the country producing (by utilising that modular concept) the most powerful both diesel and electric locos in history. But, again, mostly with the intent of overcoming the difficult grades and not chasing the 100+ cars per train number.
For example these 4-unit 13120 kW monstrosities.

 No.6840

>>6796
>Bragging about .72 horsepower/ton
My friend, we routinely run 21,000 ton coal trains with 8800 horsepower. It will be two engines with AC traction motors, but it is a regular thing. I don't think you understand how heavy, long, and stingy our trains are run.

 No.6843

File: 1550574156284.jpg (683.1 KB, 1280x878, 239729.jpg)

>>6840
>that passive aggressiveness and causticity
U WHAT M8

How could anyone possibly brag about purely, absolutely, ultimately, 100% PRACTICAL thing? Do you even know that trains are shaped by things which have nothing to do with your nationalism?

The train weight and the use of the given loco are determined purely by the profile and various features of the GIVEN route, and of course no one gonna haul a 10000 metric ton train with 18 or 24 powered axles when you can do this, effectively enough, with 12 axles. But probably you already know that, so it's kinda stange I have to mention this.

The only reason this train exists and is led by a single 2TE116U is because the route has the profile as flat as a table, but still it, obviously, suffers in terms of dynamics, because 116U is notoriously not very capable in terms of pure traction, by far less so that your typical loco (per axle).
Also, to your acknowledgement, RZD cares much more about its freight train dynamics (because they run in the pretty tight schedule, usually along with passenger ones) (BTW a clear benefit of lighter trains), hence I was genuinely amazed by the fact they considered a 2TE116U enough to lead a 10000 train.

Same for the mention of the world's most powerful locos above, I brought that as a matter of fact, you are free to decide whether to be amazed or not over a purely practical thing.
…but not being triggered like a <insert your own politically incorrect analogy> by a single word. No, dude, I personally think this is an unsportsmanlike behaviour here.

 No.6845

>>6843
I didn't mean to be insulting, I was just illustrating that trains are run much differently in N. America and in Russia despite them both having very high freight usage.

 No.6847

File: 1550602829750.jpg (972.88 KB, 1200x775, 219081.jpg)

>>6845
Oh well, guess wrong signal was sent then… TBH it sounded extremely condescending, both personally and on topic, but maybe it was just me, who knows.

> I was just illustrating that trains are run much differently in N. America and in Russia despite them both having very high freight usage.


Well really it was already obvious enough for anyone who followed this thread. You could say Russian trains are somewhere inbetween the EU and NA ones, unbelievably enormous by the European standards but (not tiny, yet) nothing impressive by American standards.
Same for the dynamics, not quite like passenger trains (like in EU), but compared to the NA, we often "invest" more kilowatts into each ton, and the electric traction is super helpful here, so the train is usually more agile and responsive, to sometimes counter the harsh profile but usually to better fit into tight schedules, often involving passenger and even commuter trains, and mind you, in Russia they have to be always on time. Not like they don't get late at all but it's more like an exception - like, many visitors from the West especially admit this - usually if the train is late more than a few mins it means that something went wrong, maybe at times because of more "realistic" schedules, but still freights have to kinda cope.

But still,
>21,000 ton coal trains with 8800 horsepower
is not just impressive, looks like on the limit of what is reasonable, probably this behemoth has to run on the profile so flat it would make for a flat-earther Mekka, and still it would probably take it hours to gain full speed, LOL. Quite some time ago I noticed your locos have much smaller continuous speeds than ours, so the gearboxes are clearly more "traction-oriented".



File: 1549192836788.jpg (4.13 MB, 4272x2848, IMG_0878.JPG)

 No.6744[Reply]

While pictures of locomotives abound, there are fewer photos of the wagons/trucks/freight cars (pick your terminology) they pull, so lets have a wagon thread!
47 posts and 35 image replies omitted. Click reply to view.

 No.6832

File: 1550273531364.jpg (485.05 KB, 1440x1080, QNSLLCUORECAR.jpg)

This takes things back to the Eastern Quebec Ore Lines quite nicely. They also experimented with radio controlled trains fairly early on with some home-built solutions. They called their remote receiver cars "LCUs" for Locomotive Control Unit. Here's one made out of (surprise!) an ore car. They also had at least one made from a former GP9 on their engine roster.

Apologies for the crappy picture of a screen, this is from the Pentrex VHS on the QNS&L, so I couldn't exactly screengrab it from VLC.

 No.6833

>>6832
my bad vision makes everything look like VHS

 No.6836

File: 1550380169745.jpg (393.61 KB, 1200x797, 240298.jpg)

>>6816
I see now. Does those have diesel generators or just large batteries to power the compressor?

>>6831
I like that obsession with RC toys of yours.
It's not like we don't use pusher locomotives or double trains, but pushers are usually used for just a short section of the train's route where the grades imply the use of another loco, so they just… man them. You heard that right, most of the pushers are manned. The rationale here is this: the pusher loco is used only on short section where it is really needed, so it is used with many trains per shift and it is already manned, so synching/desynching it to/from the leading loco would be a waste of time. Furthermore, some of the pushers are attached/detached in the middle of the stretch (usually before/after the limiting grade) or even on the go.

This practice doesn't then confine pusher locomotive to the tail of the train, so there are instances of so-called "pusher in the head" (textbook mutually exclusive paragraphs LOL), so again, even despite the physical contact to the "main" loco, the "pusher" is manned and coordinated by voice over radio or maybe by the auto-driving software.
Like on pic related. The "pusher" here is 1.5 bigger and more powerful than the "main" loco.

Same for some double/joined trains. However there are areas where double trains or pushers are used for longer distances, this is where fancy Russian ISAVP-RT system comes in, which is not only the radio-control system, but also an auto-driving system which uses the auto-driving software to better coordinate the locomotives and correct the commands in accordance to the profile and other stuff to reduce the risk of breaking the train. For example on the video here >>6797 the second loco is likely unmanned.

 No.6838

>>6836
>US railroads
>Electric batteries
lol no. It's just a diesel powered air compressor with a remotely controlled brake valve so that you get reductions and increases much faster in the trainline.

Manned pushers are used here also, but only in areas where there is a steep grade. DP engines are used because they make for much better train handling and the much longer and heavier trains run in the N. America.

 No.6839

>>6836
Also
>That picture
>Jointed rail on concrete ties
Granted it looks like they're changing it out, but still!



File: 1549602627343.jpeg (20.04 KB, 269x355, 650C96C0-5A6F-433C-9D39-2….jpeg)

 No.6775[Reply]

 No.6800

Please stop ghostbumping /__\

 No.6819

You think I would want to dirty my hands with a Geneshit. There would also be no trying and only doing.



File: 1510704083667.gif (38.21 KB, 580x371, BW002.GIF)

 No.4848[Reply]

It’s a crappy image, dragged out of the bowels of the Internet, but one can still read this as the Colorado&Southern #9.
92 posts and 38 image replies omitted. Click reply to view.

 No.6683

File: 1547356899305.jpeg (814.57 KB, 2187x2638, rowland emett early morni….jpeg)

>>6679
Reminds me of image related.
What's the phrase – if you look hard enough, there's a prototype for everything?

 No.6692

File: 1547443859223.jpg (19.37 KB, 427x230, 72d483a17c5132b021b95587bf….jpg)

>>6683

I've only ever heard it as "There's prototype for everything!" Short n' sweet.

 No.6734

There is a Hello Kitty shinkansen train already, but…

https://soranews24.com/2019/01/24/jr-west-teams-up-with-hello-kitty-to-clad-its-kansai-special-rapid-train-in-kawaii-decals/

Now they’re kittyfying an airport express.

 No.6803

File: 1549876714200.jpg (2.99 MB, 3543x2260, km002zym.jpg)

"The ground zero" in Railway station cafe sometime in the 70s.

The alleged zero kilometer of the Finnish railways, nowadays something like 200 m south from where the current railway station is. We have the system of "rail kilometers": a section of the track is identified by its distance to this ground zero. The kilometers don't get changed in track realignements so nowadays there are bumps in the numbering where the alignment has been shortened.

 No.6804

File: 1549877603938.jpg (550.55 KB, 1600x1200, hkiasema.jpg)

>>6803
And when saying railway station, I of course meant Helsinki station.



File: 1473796691366.jpg (91.11 KB, 640x757, 1473171281505.jpg)

 No.1259[Reply][Last 50 Posts]

2chan japan rail thread, just for fun:

go http://dat.2chan.net/r/futaba.htm
bring something back, bonus points for translating.
193 posts and 132 image replies omitted. Click reply to view.

 No.6385

File: 1540386732802.jpg (263.06 KB, 1280x865, 1540362320039.jpg)

Chuggington meets Okayama…

 No.6545

File: 1544192186278.jpg (400.67 KB, 1920x1281, 1544012190493.jpg)

No wonder there was a long line waiting to ogle this Sapporo tram.

 No.6769

File: 1549382558236.jpg (156.74 KB, 800x600, 8061902124_b715ac561e_b.jpg)


 No.6773

File: 1549597376894.jpg (349.54 KB, 1600x900, 1549549809658.jpg)

← Now this is just bags of awesome.

 No.6774

File: 1549598235488.jpg (375.01 KB, 1600x900, 1549549901325.jpg)

… followed immediately by more bags of awesome.

I think both images are from the Sapporo Snow Festival.



File: 1545871398220.jpg (103.66 KB, 640x689, layout06.jpg)

 No.6630[Reply]

Is there a term for this style of railroad? I see it's very common in British/European modeling. My red line addition is crude, but the basic concept I see is that there is hidden staging (backdrop marked by my crude red line) and the trains appear from staging to run through the layout, and then disappear back to staging. So you get this sort of shadowbox effect with the visible layout. Just wondering if there's a word for this across the pond, because we don't see quite this style in the US.
2 posts and 1 image reply omitted. Click reply to view.

 No.6637

I've only ever heard it referred to as a "British-style" layout.

 No.6639

>>6630
i'd call it 'evil' for making a 'wagon turntable' the only way to get onto the pier

>>6631
this is usually called a 'terminal layout', 'yard layout' or 'switching layout' in the US, sometimes a 'timesaver' if they don't know what they're talking about. 'shelf layout' describes any generic layout with benchwork that's roughly shelf-depth (1'-2'), not how it operates.

 No.6646

I think "diorama" would apply to a model with limited viewpoints (such as not being able to see behind the scenery), but I'm not entirely sure.

FWIW, the area behind the curtain where stock gets swapped out is known in British practice as a "fiddle yard".

 No.6738

Just known as a tailchaser AFAIK.

 No.6751


>carendt.com



File: 1548627942968.jpeg (9.48 KB, 355x303, ieiejg8r.jpeg)

 No.6741[Reply]

Literally 1chan: the album


File: 1548364968134.jpg (78.29 KB, 1000x750, cn-train-morgan-web.jpg)

 No.6735[Reply]

CTV News has some footage showing the train entering from the left before the derailment starts.

This one shows the mid-train unit piling up into the freight cars. Note the drivers scattering from the carnage occurring before them.

https://www.youtube.com/watch?v=JQgmsQGxJGY

 No.6736

File: 1548385147354.png (136.09 KB, 325x325, 498ed76be651cffb6bb9bac6a9….png)


 No.6737

File: 1548624880404.png (1.52 MB, 680x571, cf6.png)




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