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Post Info TOPIC: BNSF derails and blows up another oil train: Galena, IL


Professional Asshole

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RE: BNSF derails and blows up another oil train: Galena, IL
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How do I know that is a real oil fire?

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Snippy wrote:

Wouldn't that be more an indication that the Oilers were passing the Stackers? A Double Penetration unit on the rear of the Oilers. Pushing the Oilers into more jackknifing after they derailed at the broken rail near the switch point heater that blew everything up.


Don't think so. According to my Handy Railroad atlas of the USA (1978 edition) and Google Maps on the internet, the train was moving in a south direction, away from the Bakken Oil Fields.

Looks like the crew cut the leader away and hightailed it....stacker is fowling switch, I would assume that he was next.

 



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The Forum Celestial Advisor

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Snippy wrote:

Wouldn't that be more an indication that the Oilers were passing the Stackers? A Double Penetration unit on the rear of the Oilers. Pushing the Oilers into more jackknifing after they derailed at the broken rail near the switch point heater that blew everything up.


 Maybe the oil trains should have all the power on head end. Try 4 on the point

and if that isnt enough try 5.



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The Krink wrote:

 Maybe the oil trains should have all the power on head end. Try 4 on the point

and if that isnt enough try 5.


 Tear the train up...............rrrriiiiiggghhttt.

Putting all the power in the lead has the total pulling force on the first cars draft gear, while there is zero pulling force on the last cars trailing coupler. Whilst ascending a heavy grade you could hit a greaser some college boy with a slide rule installed and break traction and have a "slip". All this power dropping off and then coming back gangbusters is going to play havoc with the structural integrity of many parts of the draft gear, usually resulting in "failure".  

Placing half the power on the rear results in half the force on the first car, and half the force on the last car and in the middle you will find a car that is shoved, next to a car that is being pulled. Depending on the type of train and makeup of the power, this middle car can vary in location over a large area.  Some trains like Autoracks have very long draft gears and are typically light in weight. on these trains railroads have strict rules on Cutting in the helpers, not on the rear, but a calculated place within the train. This results in the helper pulling so much and pushing so much resulting in even less pressure on the "middle" cars that are going from draft to buff and back to draft, etc, etc.

Putting all the power on the head end will usually result in Sir Toppum Hat consuming an entire bottle of Maalox.



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Signs of Life

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Sir, I consume no Maalox. I cause one to consume it.

On to a great unpleasantry that I hate to burden you with. I expect restitution for BJ Member **** ***'s indiscretion.

Do you which shit hole that I can find him in these days?



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The Forum Celestial Advisor

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Just thinkin' which could result in an answer. The railroads
participating in the great oil boom have a lot of challenges
moving these trains around the USA. They seem to think
that an oil train can be moved about like a coal train since
they seem to weigh about the same but the cargo is much
different and proven to be very volitile. All the oil trains I've
seen passing through Everett have the 2+1 power (2 bigs on
the point and a DPU at the end of the train). Seems to work
well getting from point A to B. Guess we need to see how much
"addition" to a derailment situation the end train "DPU provides".
The railroads today are learning one distaster at a time with
the oil trains.

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Professional Asshole

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The Krink wrote:

Just thinkin' which could result in an answer. The railroads
participating in the great oil boom have a lot of challenges
moving these trains around the USA. They seem to think
that an oil train can be moved about like a coal train since
they seem to weigh about the same but the cargo is much
different and proven to be very volitile. All the oil trains I've
seen passing through Everett have the 2+1 power (2 bigs on
the point and a DPU at the end of the train). Seems to work
well getting from point A to B. Guess we need to see how much
"addition" to a derailment situation the end train "DPU provides".
The railroads today are learning one distaster at a time with
the oil trains.


 I don't think the DPU is any factor in derailments. It's only job is additional power keeping the entire train bunched to minimize in-train forces. My guess on the reason for the derailments of age of the infrastructure and the railroads blind stupidity in thinking they can run thousands more on trackage that was only meant for hundreds. They don't have the capacity yet to run all these trains however in the small scope of things, rail shipping of oil is still the safest way to transport the product.

 



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Force Majeure

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So, it their who purpose is to keep the train bunched and they represent about two carload density of weight on the rear of the train (in idle alone, disregarding their buff causing tractive effort), how do they immediately stop bunching the slack and not contribute to the jackknifing going on ahead of them?

ISHO, ECP would be a huge help and DPU can can tribute to the severity of derailments wherein cornering resultant from jackknifing and ease of material is happening. (And push mode commuter train disasters are made worse in a similar way.)


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Tinhorn Dictator



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That is a big explanation far above Buckets educational level. Myself, I never split screens and run both as one so I don't have to pay much attention.

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The Forum Celestial Advisor

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Looking at this certificate it seems you are a "weighmaster"
for life. In my very early days with BN I had to become a
"weighmaster" as the checker jobs at Delta and Bayside
did a lot of weighing cars.. part of the job. Most of the weighing
was lumber cars but I get a few tankcars as well. Think most
of the time it was lignun liquor from GP Bellingham and I recall
other tanks with other liquid matter. If you ever weighed a
tankcar the first thing you notice when the huge Fairbanks-Morse
balancing beam bouncing up and down like a yo-yo as the contents
of the tankcar sloshes from end to end. It can take 5 minutes for
the contents of the tankcar to stabalize enough to get a weight.
So I was thinking with all these oil trains running around today
and the disasters that perhaps the "sloshing effect" that every
tankcar in the train has toward the "disaster". So far with oil train
derailments it usually involves a dozen cars or more which makes
me think there is a "slosh-factor".

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Internet Punk

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I was told by some people that the train split the switch and what ignited the oil was the switch heater....

Tough break...



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The Forum Celestial Advisor

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I can believe that Briz and yes a tough break.

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