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So I've got a bit of a dumb question: why do urban rail systems still tend to stick to 600/750v DC rather than using AC power for transmission? Is stepping down power from 15/25kv to whatever voltage the traction motors require still take up too much space to make sense on something like an LRV or subway car?

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Has anyone known the green train?it is from China in 70-90s last century.Because I lived in a railway city in the China when I was a kid,so this kind of train give me a feeling of desolate.


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I'm new in here.
Is there a train discussing forum?or comprehensive discusstion.
(Forgive me for my English isn't well)


However simplified or detailed you want to discuss trains, someone will be there to match it.

Don't feel bad about not having perfect English. You're welcome regardless!


Very thanks
And I want to know what is the relationship between there and 4chan?and what things is baned in there


The history between 1chan and 4chan is kinda long and I don't really remember it, so I'll let someone else tell it.

As for rules, it's pretty simple. Talk about trains or get out. A little bit of off topic discussion is common once a thread is established, and that's fine, but starting a thread to discuss Presidential candidate in 2020 is not.

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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.
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Have there been no initiatives to 'resolve' this issue by prioritizing TOD along the underused corridors? Is this partly a case of one metro area being governed by 70 different municipal governments?


Pretty much, yeah. Since DART is a multi-member city, getting them to agree on anything is like herding cats. Plano and Richardson have done pretty well with TODs around Cityline/Bush and Downtown Plano stations, but Dallas hasn't done much. Hell, even Carrollton and Farmer's Branch along the north end of the green line have done some pretty cool things around their stations. A small TOD has popped up next to White Rock station, but that's really it in Dallas proper. Most people either drive or take a bus to a train station.

The south ends of the red, blue, and green lines are dismal. Dallas tends to neglect the part of the city to the south and southeast, and the areas around the three lines I mentioned are just god awful. High crime rates, no actual grocery stores, and poverty out the wazoo. It really doesn't help property values in the slightest that between Illinois and Ledbetter stations, the blue line runs in the median of Lancaster Road and we have to use the horn (instead of the quieter whistle) at every crossing. When service started, they used whistles, but there are so many people roaming the streets and driving who are drunk or high that they just didn't hear the trains at all. There were several fatalities along that stretch and its crossings. I've had a few close calls, and I've seen countless people ignoring the warning signs and either running a red light to cross the tracks right in front of me or just walking across like it's no big deal.

In short, Dallas is fucked up, and better transit alone won't help that at all.


Well, that's a shame. On the plus side, I guess it means they're sure not to outstrip transit capacity for a few decades.

>Plano and Richardson have done pretty well with TODs around Cityline/Bush and Downtown Plano stations, but Dallas hasn't done much. Hell, even Carrollton and Farmer's Branch along the north end of the green line have done some pretty cool things around their stations. A small TOD has popped up next to White Rock station, but that's really it in Dallas proper. Most people either drive or take a bus to a train station.

Damn, I see what you mean, the urbanism on display in those areas is surprisingly well done for suburbs in the Sun Belt. I'll keep those developments in mind next time somebody blurts out some nonsense about it being impossible to do TOD in American suburbs.

>When service started, they used whistles, but there are so many people roaming the streets and driving who are drunk or high that they just didn't hear the trains at all

Oh God I didn't realize DART used whistles at first. I thought Metrolink was the one system to have had ever used whistles on LRVs.


When you are saying horn, do you mean like train horn or truck horn?

Whistle, no bell at all?

Meant to say South-West, but do carry on.


Add Mockingbird station to that list. Somehow I completely forgot about it. It's the one bastion of an awesome TOD in Dallas.

DART light rail vehicles are equipped with three audible warning devices: an air whistle, a three chime horn, and a gong. The gong is push button controlled, with each button press ringing the gong once. The gong is typically only used when entering/departing stations.

Truth be told though, the whistles are *almost* pointless when traveling above ~30 mph, as the train noise is louder than the whistle. That could be solved by having the whistle chimes cleaned out during the periodic maintenance routines, but that requires extra effort from the shop, so I guess vehicles and pedestrians can go fuck themselves since we use whistles at most crossings.

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I'm still alive.

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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?
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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.


>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.


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>that passive aggressiveness and causticity

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.


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.


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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".

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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!
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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.


my bad vision makes everything look like VHS


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

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.


>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.


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

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Please stop ghostbumping /__\


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

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It’s a crappy image, dragged out of the bowels of the Internet, but one can still read this as the Colorado&Southern #9.
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Reminds me of image related.
What's the phrase – if you look hard enough, there's a prototype for everything?


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


There is a Hello Kitty shinkansen train already, but…


Now they’re kittyfying an airport express.


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"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.


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

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 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.
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Chuggington meets Okayama…


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


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← Now this is just bags of awesome.


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… followed immediately by more bags of awesome.

I think both images are from the Sapporo Snow Festival.

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