Interesting Thoughts on Rail Technology

I don't know what to say? It boggles the mind.

Interesting news you found there. That does raise some interesting questions.

 

Europe and UK both use chain loops with hooks that close over them. Since the connection is flexible, pushing cars is attained by the use of buffers. This pushes the body of the car rather than on the truck (like trying to push a radio flier wagon by the handle bar). Im not sure what kind of reliability this system possesses, but from a mechanical standpoint it seems to make sense to push the body.

 

The German railways has an amusing signaling system on their 200Km/hr+ lines and commuter train lines called PZB and LZB. Each do different things. PZB is similar to the UK's EWS ramps before a signal or speed change. LZB is an amusing beast.

 

http://en.wikipedia.org/wiki/Linienzugbeeinflussung

 

With something like LZB, the train knows where the next is in front of it, how far off before a signal change, and can drive itself in some situations. A system like this on the NEC would probably move things along pretty quickly.

 

But the real reason why most companies refuse to adopt new tech is implementation costs. Huge costs associated with retrofitting older, end-of-service engines, and rolling stock.

Makes you think

I'm with Dennis---???

 

Will something new kill to many jobs / supply chain / etc.

 

However

We have to keep moving forward---we always have

I look at my children---they all have good jobs in "new" industries that are about to kill/adjust existing industries

 

Joe S

 

 

The body, not the truck, is pushed/pulled on FRA railroads here too.

Very thought provoking. I have heard that the auto industry had the technology to build cars that were fuel efficient many years ago, but did not because they were in kahootz with petroleum. Also, why is there no technology to warn a train when a car or truck is stuck on the tracks?

That is one of the most biased pieces of anti-railroad drive-by "journalism" I have ever seen. And much of the so-called "information" presented is just plain wrong. He is quick to place all the blame for the lack of what he calls "progress" in the railroad industry for being "insular" while he conveniently avoids presenting details that present the WHOLE picture.

 

Just one example...changing all the couplers in the fleet to the "Z coupler."  That's a so-called "solution" to an almost non-existent problem. And...who pays to change all those coupers? The author conveniently avoids that little, multi-billion dollar detail.

 

Another load of crap from some anti-rail zealot.

Thank you Rich. Spared me the trouble.

Sorry, Jon,

But this author makes it seem as if there's a conspiracy, also how come the RR. industry lasted this long and in comparison there aren't that many great RR problems.

Model trains have a greater amount of derailments and defective couplers.

Unbelievable!!!!

Ralph

Reread the article and look for what is not there.  The railroad's point of view, numbers on incidents or costs, current practices - any proof of his statements .  He is leading you to his conclusion, not providing facts for you to form an opinion with.

 

Did you see who the author is?  Not a journalist but an executive of one of the companies "sorely treated" because the industry didn't buy his product!

 

Robert J. Ahern is director and executive vice president of Stage 8 Locking Fasteners Inc.

 

This is a shameless editorial published as if it was a news story. 

 

Nathan

Train separation is not a major safety concern. Service interruption yes, but 9 times out of 10 , it was caused by poor train handling. At least the carrier seems to find a way to blame it on that. I don't see the couplers being changed out any time soon or later. It's not even a topic of all these constant safety briefings we endure.

 Some of his points though are valid,such as the electric pneumatic  braking system,when they work,they do work very well and maybe if more widely used the little bugs they have about them might work out.Because after how many years of standard air brakes we still have failures .

 

 But service interruptions because of broken knuckles, don't see it or hear of it happening that much to cause delays.I see management and weather and trains parked due to lack of rested crews causing more delays than anything .

 

 But most everything can be upgraded to make something work better,but it costs money to do this and the railroads are the slowest to accept new ideas.

 

 If you mention fuel savings,they will listen,but sometimes to the wrong people

Don't apologize to me guys for disagreeing with this article.  I said it was "interesting".  I didn't say it was true.  Always good to know what the "others" are saying.

 

Jon

A very thought provoking article, Jon!

I completely agree with you, Nathan  I should have picked up on that. 

The article read like "sour grapes" because the industry didn't automatically adopt and deploy these so-called "solutions."

 

What really stuck out at me was "failure rate of 23 percent." 23 percent of WHAT?

 

If nearly 1 out of every 4 wheel bearings was failing and causing a derailment, the railroad infrastructure would be in complete gridlock. You would have lines clogged with derailed cars from sea to shining sea.

 

I bet this Robert Ahern person has a conniption fit whenever a new Federal regulation is imposed on his industry, yet here he is trying to cause the same thing on another industry, for his own personal gain... That's hypocrisy on a grand scale if you ask me.