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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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How does JR rail compare to Western rail?
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Different situation across different sectors of Japanese railway too. But the big thing across privatised asian systems* is business diversification, especially if they're set up to survive on their own. The other part is critical mass by passenger numbers - loss leaders aren't a big thing iirc and the railway business on its own can make money, but they're often part of larger groups (Hankyu, Seibu [lol tsutsumi], Odakyu, Keio, etc) which also tend to make money.
JR is a special case because it was like washing away the old pain in that the big 3 formed with silver spoons after privatisation. The big 3 JRs also make money while the others suffer a bit (JR Hokkaido suffers a lot).

The diversity is pretty broad too. JRs can do their own beverages and water, hospitals, farms, in house rolling stock design (down to small details like custom network connectors) and construction, infrastructure design, etc.

Also the role of the railway in society. Everyone takes the train at some point.

Someone else who knows US rail better can chime in, but they do move fuckloads more freight than anyone else and non-human cargo doesn't complain as much, nor does it require air and water (usually).

*You're allowed to laugh at the mess that happened in Singapore though.


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>The railways of Europe are a completely different ballgame to the railroads the other side of the Atlantic…

North American railways are more than just long haul freights across the desert. The NEC would be just as home in the UK as the WCML and ECML.


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Rail transit and Amtrak work best in the Northeastern US because the cities are densely packed and centuries old.


Your retarded terminal operations would suggest otherwise


What retarded terminal operations? Fill me in because I want to model them.

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I was reading a bit in the 19th c. ARA rulebook. Back then, they still had green for caution and white for clear. Oh, and the crossing chime was a Zulu (long-long-short-short). The Quebec (long-long-short-long) was still in the future.


White for clear? Really? Does it have anything about lunar for restricted speed?


Nope, only these three, and named Brit-wise as Clear, Caution and Danger. OTOH, they did have blue for cars not to be moved or hooked to.

There is a copy on the Internet Archive, btw:


It seems that back then, good yellow glass plain did not exist, and the searchlight was still twenty-odd years in the future.


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Celebrating April Fools, let's have a tread dedicated to jokes and all sorts of intentional and unintentional humor on the railway and transport in general.

Asking for explanation is okay since not everyone possibly can understand the specifics which form the joke. Also the explanation or translation can be given right away like this, for example.
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>"Today I have to go to Amsterdam but its always such a hassle to park the car"
>"Why don't you take the train?"
>"And its bound to happen that I can't find a parking place for that either"


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Nothing Ductape can't fix


In case I'm really terrible at translating puns… The other way you could translate that is:

> Nothing, let it pass.

"Проехали" in Russian means both "passed by" and "nevermind".


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>trying to esplain czeekivreeki

Anglos won't *get it*


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Only like 10 more "man train" puns.

Bear walks in a forest, sees a burning car…

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