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I'm still alive.
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It's cold! I bought a house. Just spent our first wedding anniversary at a remote mountain lodge. Life is good, pre-collapse.


Happy anniversary to you and the missus! Just celebrated my sixth anniversary myself.


These are some beautiful shots. Care to share where you've settled down? You're making this cityslicker jealous.


The first photo I posted is a few blocks from my house in Calgary, visible behind the train is the chicken plant that this gentrifying neighbourhood hates ;-) The other photo is the mountain lodge, definitely not my new home!


Oh that is beautiful. I recognize that mountain. That's the only park i've never visited but my favourite one borders it just to the west. I'm planning to spend some time in the backcountry there this fall.

I always appreciate your pictures when you post them.

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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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The Copenhagen S-trains use 1500 DC with average 4 kilometers between substations.


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And on trams you could use (and they do) a rheostat which is even simpler. It's not quite the normal rheostat, it has positions on it, and on more heavy-duty drives you still need to use full-on mechanical group switch, but don't forget that for AC you would still need additionally a rectifier unit, so overall this would be at least bulkier and heavier.

For modern PWM drives the DC-input drive is still much simpler and more efficient as it has only single conversion, from DC to 3-phase (or from 3-phase to DC upon e-braking). The only downside is that to use regenerative braking efficiently you need high-output inverters on your substations but arguably it is simpler to have a few inverters on substations than dozens if not hundreds of smaller ones (being rectifier-inverter units, really) on the vehicle, in case of AC traction.

>I'm curious to know how much more involved an AC to AC converter would be

This was an answer to your question (if I understood it right) too. To feed 3-phase motors adequately you need a DC input for your inverters, the one which is created by a rectifier, which works as a single-phase inverter when upon regenerative braking. Which is, naturally, more heat losses (though unclear would it be compensated by the lack of a rectifier unit on the substation) and more complexity and points of failure in the vehicle.

>Snapped wire is arguably more dangerous on tram ~600-750V

In urban environment you have pedestrians, drivers of other trams who will surely notice the snapped wire. BUT when 600 V hit the ground, no one cares, yet if there will be people nearby when 25 kV wire touches the ground, people will get hurt.

Another glorious piece of Russian tram engineering. Sorry, have a soft spot for those Vityaz-Ms.


Does regenerative braking on trams actually bother feeding power back over the wire? I thought most trams with it stored the power in large capacitors or batteries.


The treshold of not caring goes indeed somewhere around 1kV be the general public, 20kV by the electrical engineers and not even then the funky sources of losses or long arch through distances play a significant role. The arch distance is like only few centimeters for 20kV, and in enclosed space and with proper spacers one can work as close as some 20 odd centimeters (22cm?) from exposed 20kV. As you said, most of the safety enclosure of open lines is due cable swing.

>Does regenerative braking on trams actually bother feeding power back over the wire?
Artic doesn't. It has reservation for supercap.

Things got more complicated with semiconductors, I understand the old DC trams actually dumped energy back to network when coasting down.


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>I thought most trams with it stored the power in large capacitors or batteries.

Never heard of this. I'd say that, save for some specific cases, no one would bother with it. Though I can see if many tram systems won't be bothered with the whole regen concept either (despite it offers HUGE savings!), that's why most modern trams and in general DC-input electric vehicles still have braking resistors on them, in case regen is not available. Those grey boxes on pic related are resistor aerodynamic enclosures.

I know for sure some metro systems do bother with proper regenerative braking. Like, Moscow metro calculated that after the modernization of power infrastructure on the most busy lines the power savings on traction reached 30% thanks to regenerative braking!

>As you said, most of the safety enclosure of open lines is due cable swing.

You also have rain or fog which can greatly increase air conductivity. BTW this is why the high voltage insulators have this weird christmas tree shape, to not let water flow directly onto the wire.

Also the danger of snapped wire is not about the arch but about the stray voltage. Like, there is a reason why in worker's safety manual (on Russian railway at least) there is much greater safe standing distance for the electrified lines over diesel ones.

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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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What are Inmufags doing on my 1chan?

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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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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".


Two four axle european locos easily put 12.8 mw on the rail for 176 tons.


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>12.8 mw
>176 tons
What, you don't think you can just stuff more kilowatts into the loco and then expect it to pull larger trains? Do you see a catch here?

If we're talking about actually heavy trains you gonna need some weight to back this power up. At such levels of power per axle this would mean only that the tractive effort would peak up to higher speeds, in the case of 1.6 MW an axle you won't notice any difference in dynamics up to, like, 60-70 km/h. So effectively you really need such numbers mostly in passenger work or lighter freights which have to go really fast. This is still applicable to freights but the effect is not dramatic and definitely won't let you haul larger trains or (arguably) do it at much harsher profile.

For 4ES5K it is 0.82 MW an axle but at 384 tons, which is beefy enough to grant some actual traction. I don't say that 0.82 MW/axle is perfect, after all it is based on rather old design and adding the 4th section just meant the easiest way to add power and fewer problems in operation than with similar multiple loco sets.

I think it's safe to say that up to 1.2MW you would get some noticeable benefits with freights, that's why I'm more thrilled about 3ES10 Granit which at 12 axles and 300 tons packs 13200 kW, however it is a single loco only unofficially, the booster section has different number.

Also I'm even more thrilled about the expected 3ES5S Russian loco which will have unreal 16200 kW at the same 12 axles and 300 tons. Bit more than 1.2 MW/axle, I know:)


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But you know, I enjoy watching some YouTube live feeds of the American trains recently and noticed that despite what you said most of the trains here actually have decent power to weight ratio and quite adequate dynamics. So looks like at least on most routes you still do invest adequately in traction. The closest train to which you mentioned I've seen was about 14500 tons with two 4400 HP locomotives coal train in Ohio.

Also speaking that your locos have "slower" gearboxes I didn't mean that ours are faster or something but in the sense that yours are clearly designed for bigger continuous tractive effort, which is understandable given the difference in axle load. For example our freight diesel locos have continuous speeds of 25-28 km/h while electric locomotives have more than TWICE that, mostly above 50 km/h. Which again corresponds well with the difference in power output per axle. Our freight trains usually have more agile dynamics, which I explained earlier, but the common top speeds seem very comparable, if not slightly in your favor.

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I will be right here waiting for you.

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what do you think is the best train/railway games/simulators, or do you have any recommendatiotions.
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hello, sorry to bump this thread, but I was thinking of picking up either Transport Fever (With Soviet mod for П36 goodness) or Railway Empire.

Which one of these plays closest to Railroad Tycoon 3? I used to play the hell out of that game and I was thinking about a modern replacement. However, the era I'm most interested in is 1940s/Transition Era (US and So0viet mainly). Which one would be better for that?

Thanks 1chan, keep the trains alive


Railway Empire plays like Railroad Tycoon 3 but with a tech tree and block signals. It goes right up to without including the transitional era; the only diesel in the game is an E-unit equivalent that serves as the 'ultimate technology' express engine.

I haven't played Transport Fever so I really can't say, but if it's anything like its predecessor, Train Fever, then it plays like a shallower, clunkier, 3-D Transport Tycoon. Benefit of the doubt: It may have improved since I played (pirated) one of the early releases.


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heh just found this autism of my own…


looks neat, but what am I looking at exactly? A pitch for a mod? A design for a new game?


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sorry if i will tell i will lose my mana

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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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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.


My preferite Skoda is the 15t

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Hobo Stobe died a few days ago somewhere near Baltimore, word on the rails is he was drunk and didn't see/hear an approaching Amtrak, it's believed he moves out the way at the last second but his pack got caught and he was dragged then ended up underneath. He was a big name in the hobo world, expect to see lots of "RIP Stobe the Hobo" graffiti appearing on trains. There was no one with him when it happened so we can't be positive he was drunk but the guy was an alcoholic so I think he was. Not making it personal but most people in our world who know me know I didn't like the guy, with that being said I never would of wished death on the guy. Another hobo legend was hit by a train recently too, he's still alive. That's Hobo Shoestring, he lost 2 fingers and might lose a third to infection. I'm really curious how often do you think Amtrak hits people?

Pic is Stobe.
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Lmao at all the tripfags in this thread thinking they're on some higher plane. Thanks for the laffs, especially you Dirty.
Just now heard Stone passed so I decided to check here.


Hey if any of you train kids see June Moon tell her to come to Salt Lake some time, my roommates have met her in different parts of the country and said she should come visit if she ain't up to anything.


Wow so called dirty kid you really have never seen his channel by all your massive generilizations go unfuck yourself and come back with correct information.its clear you are a massive asshole with nothing to contribute but negativity. Kindly get hit.


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I'm locking this thread because it's nothing but a headache. 1chan is not the place for bums to fight about who is or is not a boozer, druggie, et cetera. I'm sure there's a better forum out there for people of this inclination. Any more bum drama will earn the poster a ban.

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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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Huh, the exterior looks kinda similar to Soviet TG102 series to me. BTW the closest to successful Soviet attempt on the broad gauge mainline locomotive with hydrotransmission, that is if you don't think about the whole concept of one being quite stupid apart from some specific cases.

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