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File: 1510535207300.jpg (661.49 KB, 1530x1023, uk_eurostar_capitals_third….jpg)


third rail > overhead

Look how neat it looks.
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Not much of a problem with heat; the shoe is copper and low resistance, it won't heat up much even drawing rated load.

The rail can't get hot because it's got a large thermal mass and would dissipate down to ambient pretty quick.

The killer on 3rd rail is resistance. Over the length of the the section the voltage drop in the steel rail is significant at high power levels, limiting the current that can be drawn.


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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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.


Another rider by the name of Stepdad was hit by a train this summer, he's in a coma. Idk what happened with that, we just have lots of mutual friends and know everyone was surprised it happened to him. Then there's another kid I heard about who's name I don't know, I just heard he fell off a train near Truckee and died. Some college kids in Pittsburgh tried hopping a train this year too and one died. Just a reminder this isn't a game I guess. You can and will get hurt if you slip up. Shoestring has been doing this for like 30+ years, he says he didn't slip up, it's his eyes, he's so old he's losing vision and misjudged a step and fell off the train.


> I'm really curious how often do you think Amtrak hits people?

They're fast and they're quiet. I don't have statistics but I'm sure they kill more people than freights, proportionate to the number of them running. They come out of nowhere sometimes.

Don't hobo while under the influence.


Amtrak 58 and 59 are having about 2 fatal hits every year in my area.

79 mph coming around a curve doesn't leave you a whole lot of time to beat the train if you're trying to go around the gates.


That's so true, so many times I'll be on a train that sides out and suddenly Amtrak just flys by without a horn, or warning. Other freight I usually hear before I see them.


Don't hobos avoid the NEC for obvious reasons?

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>One of the last logging railroads in North America ended a century-long run Nov. 6 as Englewood Railway ceased operations on Vancouver Island off Canada’s West Coast.

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It would be beautiful.


Time to head up there with the speeder before it gets all overgrown.


I live near it and am intimately familiar with the line. I have hiked and explored virtually the whole grade including several of it's abandoned branches from decades ago. This news saddens me, and contrary to reports it's not a real cost saving measure.

It's a beautifully maintained railroad with some unique locomotives. I love watching & listening to a heavy train in full dynamics roll slowly downgrade with 60 to 70 log cars.

If I know the company, WFP will scrap the line quickly. I just wonder what will become of the four diesels. #303 is still in Canfor yellow and has been stored out-of-service since 2008-ish.


If you're serious about a speeder trip, i'd like to join you. You may have to act quick, I heard a rumour that dismantling may occur as early as April. I'll have to do some calling around to find out for sure.


I wish I were but that's too far of a trip for an uncertain ride.


If you can talk to the owners and arrange a NARCOA excursion you would have no problem finding an open seat.

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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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South African Railways (SAR) GMA class Garratt heads a freight north of Vryburg on the line from Warrenton to Mafeking in August 1982. At this time GMA's were replacing 19D's on most of the traffic avoiding the need for double heading. Class 25's were also seeing their first regular work on the line. More South Africa images at www.world-railways.co.uk/railways-south-africa
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South African Railways (SAR) class 19D no.2644 "Irene" and class 26 no.3450 "L D Porta" head an eastbound freight from Kimberley to Bloemfontein over the Modder River just east of Perdeberg on 22nd May 1982. These two "experimental" developments gave a glimmer of hope for steam traction with their increased efficiency and tractive effort. Sadly, this was just a dream. More images at www.world-railways.co.uk


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Immaculate South African Railways (SAR) two-foot gauge NGG13 class Garratt no.78 is seen doing some shunting at Weenen Station in preparation to head the daily mixed train down to the mainline at Estcourt in June 1978. The line closed to traffic in 1983. More South Africa images at www.world-railways.co.uk/railways-south-africa


Thanks for all your pics of the old SA steam.
I see some of the Western Cape pictures and you could swear it was somewhere in NZ.


File: 1510830632860.jpg (121.21 KB, 800x533, 19225567_1969260230017174_….jpg)

South African Railways (SAR) GMAM class Garratt 4059 storms uphill with the Johannesburg to Mosselbaai passenger between Erin and Dwarsvlei on the northern approach to the Lootsberg Pass. Taken in June 1978 Garratts had only recently taken over these duties from 19B and 19D class 4-8-2’s. Note the twin dining cars with low arc roofs half way down the train where a good meal was always available. More South Africa images at www.world-railways.co.uk/railways-south-africa

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Shit was tasty, yo


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Some beers were named after Hungarian locos

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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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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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