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File: 1569777819317.png–(47.72KB, 600x883, russian_gauge_comparison.png)
Let's get the five foot broad gauge thread rolling again!

(Finland, by the way has been historically UIC, with as light as 30 kg/m rails and buffers and chains...)
¨ No.286
1569777938466.jpg–(915.79KB, 1800x1200, pori station.jpg)
There seem to be great photographers along the Pori-Tampere line, so I'll post some of their finest and babble about the latest developments.
¨ No.287
1569778185106.jpg–(580.76KB, 1904x1184, pori parcel freight.jpg)
That was IC 179, the only direct train from Pori to Helsinki. Exceptionally it has Sr3, 'Vectron' on its nose, along with the now standard steering car. How ever, even good oled Sr1 would be well good enought for the track since it's only max 140 km/h, but sadly they aren't electrically compatible with the steering cars.

Here on the other hand is the last remaining small goods platform of the station, in very little use, as you can see usually they park one of the station's two switchers next to it.
¨ No.288
1569778390915.jpg–(195.82KB, 1400x788, 3x sr1.jpg)
Here 3x "MADE IN USSR" Sr1's pull effortlessly a long train of empty coal gondolas towards Pori. Judging from the pantographs, two engines are powered. 2/3 are still in the old red livery. (Which I quite liked!) This picture taken in June in the fields of Nakkila.
¨ No.289
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This is from Mäntyluoto, crossing the witch towards Tahkoluoto. On the backround you can see the Watertower of Kaanaa, which has coffee, sandwitches, mild beer capable restaurant on it.

Notice also the concrete base for an electric pylon.
¨ No.290
1569778824197.jpg–(395.36KB, 1200x800, kaanaa tower.jpg)
Here's a picture from the water tower, of Dv12 pulling one single empty gondola from Tahkoluoto direction, to the left there's Mäntyluoto.

Mäntyluoto is the standard freight harbor, Tahkouoto is the deep harbor for coal as well as oil and mineral ships. Both branches have been recently electrified and commercial traffic is just beginning. Diesels will grow fewer here...
¨ No.291
1569778988647.jpg–(379.00KB, 1400x774, sr1 coal.jpg)
This is a test train spotted on its way to Mäntyluoto, 16.9. (European format!) It was the first of its kind.
¨ No.292
1569779062263.jpg–(197.92KB, 1400x788, tahkoluoto.jpg)
Meanwhile, electrification on the Tahkoluoto-Branch continues.
¨ No.293
1569779193795.jpg–(177.77KB, 1400x788, tahkoluoto embarkmenyt.jpg)
There's pretty long embarkment where one gets scenic pictures like this.
¨ No.294
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I think on the OP pic it shows Tpr "extended 1T" gauge, regular 1T is narrower on the top.

For example, our double-deckers use Tpr.
¨ No.295
1569779550015.jpg–(183.74KB, 1400x787, triple diesel on tahkoluoto britke.jpg)
It is very standard affair to use triple Dv12, 1000 kW each so 3000 kW. That's as long a train they are really designed to operate in, but technically one can also chain them 2+2 or 3+3 for, power that's compeletely unnecessary here but allows part of the Dv12s be transported powered and brakes fully controlled if otherwise coasting.
¨ No.296
Massive. I think Finnish IC cars are only UIC gauge, no bigger. We are also converting to 550 mm platform, witch is nonsense, but what can you do...
¨ No.297
Another highlight was a test coal train they ran from Pori to Harjavalta and back (notice two engines to speed up direction changes) multiple times to measure vibrations, track bed wear and disturbance towards public. Reason for this study here and now: unknown. Might even mean 80-100km/h fast coal freight :O
¨ No.298
1569780252546.jpg–(376.76KB, 1200x815, test train.jpg)
Oops, here.
¨ No.299
1569780589042.jpg–(192.39KB, 1400x733, dream train.jpg)
As stated, that Sr1 isn't smart enough as of now to push that steering car back to Tampere, so Sr2 or Sr3 most be coupled in Pori on Sr1's place or Sr1 old fashionedly driven around the train ending up facing the idle steering car.
¨ No.300
1569782291167.jpg–(410.09KB, 1238x851, 226443.jpg)
You mean it lacks the hardware to interpret the command signals from the steering car? BTW I never even wondered if Sr1 even has any sockets for MU operation/signal passthrough.

Oh, and 300 get! Look at the pic.
¨ No.301
1569783288508.jpg–(116.54KB, 1024x768, AEG.jpg)
Very motherland.

I was aware of the 300 get but the only 300 number in Finland has been this AEG test car in 1994, and in none of the public images the number shows, if it even ever was painted on the car.

This guy, btw didn't like Helsinki's loading gauge, especially the vertical curve radius. On Yrjönkatu it got stuck rom its belly, also in the so called "Urinal's turning loop with 15m radius S-curve it always derailed. AEG engineers went to see line 2's former loop at "Linjat" and ubanimously yelled "NO!" So there the AEG car never didn't visit. The Helsinki's primary museum car, number 50 + open trailer 233 doesn't like to go there either.
¨ No.302
1569784354211.jpg–(819.85KB, 1800x1200, 2x sr2.jpg)
Sr1's are very analog. They have like 7-segment display that gives status codes and such, and as one driver said "a dragging brake they indicate with smoke signals".

They can be coupled to form a pair, but no hardware to serve as a slave for the steering cars.
¨ No.327
1569874117830.jpg–(381.03KB, 1239x930, 20130304_408996.jpg)
Well obviously they are analog given their age, I meant they could've been retrofitted with the relevant DAC hardware long time ago.

Like we did on many VL10(U) locos to make them able to run in pair. That thing is as analog as a freaking rock and pretty much just as old, there's not a single semiconductor inside of it. So instead of doing extensive modifications to the control circuits they just integrated an ADC-DAC pair which works directly with the loco's driver's controller ("throttle") and able to transmit digital signal to the other loco via a tiny pair of wires instead of a massive multi-conductor spaghetti of "analog" MU cables.

BTW this very system's simplicity played its part in the Eral - Simskaya disaster where a 6000+ tons of steel and coal trampolined from a slope at over 120 km/h annihilating the crew (and lots of trees on their path) in the process. IIRC they forgot to open the pressure line valve between the locos and the said system didn't detect a fault since, well, it was never designed to do anything other than mindlessly transmit controller positions without any interaction with the brakes of the secondary loco (in this mode they are supposed to work as a normal reverse-action Westinghouse brake - unless you forgot to open the connecting valves, that is), so the pneumatic system of the second loco, and with it, the entire train, was slowly bleeding out (emphasis on slowly - I guess this is how the fault slipped past the routine brake test upon departure) and when it came time to brake, like, big time, they realized it is to little effect since only one loco's brakes were working and obviously not nearly enough to slow down a 6000+ tonne hulk of metal pushing them down the grade.
There's a recording of their last words via radio, when they fully realized how fucked up they were. I strongly advise you NOT to google this. Seriously. I know what I'm talking about, you won't be able to unhear this. Ever.

On the pic is all what is left from one of the locos. On the right you can see the leftovers of this damned SMET equipment, which obviously wasn't to blame in this accident - that goes to the proverbial human factor - but it did play its role.
¨ No.784
FIN freight train 5012 with different camera angles–(YouTube)
This insignificant video has been watched like 50 million times because apparently "Train T-5102 from Raahe to Hämeenlinna hauling, with 2 Sr1 engines, 42 carloads of steel coils" means something naughty in Hindi.

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