Jump to content

Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.

eaglestar

Senior Member
  • Content Count

    6
  • Joined

  • Last visited

Community Reputation

3 Neutral

About eaglestar

  • Rank
    New Poster

Profile Information

  • Location
    Arlington, VA

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. eaglestar

    OPTO on the (L)

    Hear hear! On the DC Metro, the time elapsed from the train stopping to the doors opening, particularly on a "doors left" platform, routinely runs anywhere from 3 to 10 seconds. Repeat for the door closing cycle, and you could easily see dwell times increase by 10 to 20 seconds at each station. Not that this will prevent OPTO, but it is a drawback.
  2. I understand that the SMEE equipment utilizes "straight air" for normal service braking. I would appreciate some assistance in fully understanding how they work in practice. 1. Are the brake valves on the SMEE equipment continuously adjustable, or do they have "steps"? In other words, would it be possible to take 15 pounds of air, then 18, then 21, then 30, and so on? Or can a T/O only take 5-10 pounds at a time? 2. On newer automatic brake valves (such as are used on FRA-regulated railroads), there is typically a minimum amount of air that has to be set initially (called a minimum reduction, usually results in roughly 15 pounds of brake cylinder pressure.) Do the SMEE brake valves also have this requirement, or can any amount of air, however small, be taken as a first set? It would seem that the latter would only be possible if the brake valves were "continuously adjustable." 3. Are the SMEE's equipped with "graduated release" brakes? Meaning, if the T/O took a bit too much air, would they be able to partially release the train brakes, or would they have to come all the way off and then "go back after it?" 4. This is the silliest question of the bunch, but the SMEE's are equipped with dynamic braking, yes? Thanks again for your information!
  3. eaglestar

    Timers: Methods and Malfunctions

    Thanks, all, for the insight. As a class 1 railroad engineer (Amtrak), it sure would seem nerve-wracking to play "chicken" with a red signal. My hat's off to all y'all who run in the transit world.
  4. I understand the purpose and basic principle behind timers. But what is the method they use to compute train speed? Are there "transponders" of sorts at each signal (independent of the shunting of the track), or do they work off of timing block occupancy through track shunting (just like the automatics?) Also, has there ever been an instance of a timer failing to clear, even though the T/O was operating at the proper speed? If so, and the trip-bar stopped the train, what recourse would the T/O have to prove their innocence? Do the NTT's have event recorders or anything similar? Thanks
  5. eaglestar

    A Division vs. B Division- What's your pick?

    Which leads me to, are the average speeds on A generally higher than on the B (sharper curves notwithstanding?) As you can tell, I'm not intimately familiar with the physical characteristics of the lines! EDIT: Oh, or are you referring to the shorter segments (i.e. shuttles, 1 train, 3 on weekends, etc.?)
  6. Hello all, I apologize if this has already been discussed ad-naseum, but nonetheless... Which do you think is the "superior" division? Obviously, both have their merits and downfalls, and both do a heck of a job of moving NYC, but which has better lines? Rolling stock? Scenery? History? Additionally, just for kicks, which do you figure would be a better division to work? I'm eager to hear the consensus.

×

Important Information

By using this site, you agree to our Terms of Use.