Needed a step stool to cross it.
New Russian 132# can be cheaper than secondhand 115#. The market does some funny things. For years, transit (light rail/toy train/bus people) has put a strain on the availability of 115# and the market has noticed.
EVRAZ/RMSM (old CF&I in Pueblo) is pretty much going full out in the rail mill there. Rarely see anything shorter than 80 ft coming out of there.
Some of the previous alure of Jap steel (NiPPON Kokosen) was that they had upgraded their mills with the latest HiSi/Vanadium/Vaccuum treatment that the three surviving US mills were still in the process of upgrading to.
Also UP could get 480’ sections from Japan …
http://www.up.com/aboutup/community/inside_track/long-rail-3-27-2015.htm
The article mentions cast steel rail; I thought the rails were rolled; have I been thinking wrong for 65 years?
Continuous casting/ rolled into final section, then cut to length
HOT-HOT-HOT
Thanks, MC. So, I had only half the story.
Johnny,
Don’t feel like Lone Eagle. Even after watching a video of the process I don’t know all the details.
Chuck,
I claim, unlike Bucky, no expertise whatever on the process of making rail. I can only observe the process at arms lenght and take my now retired track foreman’s word on the subject.
In my neck-of-the woods 136# rail is the most common and seems to suit both CN and CSX just fine. IMO, Mud chicken made a very good point regarding transition from one rail weight to another. Things that may seem simple on the surface may come with unanticipated consequences just as moving all dispatchers to a common location will.
You have been through the latter and witnessed the consequences of management’s inept decisions. It remains to be seen what Hunter’s decrees will work and which will fail. CSX is not the railroad he is used to working with. It is a spiderweb of coal mies that would not survive should he decide to abandon some lines.
I’m waiting with bated breath to see the outcome. I can’t help but think Harrison has taken both the investors in CSC and their employees for an underserved ride in the nameof profits for a corporate raider disguised as a edge fund. Hedge funds have on one goal, and that is quick turnover on Wall Street.
Looking at the current Google Earth satellite image for Port of Stockton, one can see the specially designed rail ship with rail being unloaded onto a string of rail flat cars.
37.960729° -121.363110°
Not entirely sure, but it appears that the welding line is at this location:
37.960878° -121.371481°
It isn’t just the spider web of coal lines the EHH doesn’t understand. He doesn’t understnad the multiplicty of merchandise routes and the traffic they carry. The North-South routes on CSX are all nominally single track - close one and the rest become gridlocked with the extra through traffic. CSX operates as a interconnected Network. Discount a single part of the whole and you end up wrecking the whole. CSX is not the straight line operation the EHH mastered on IC - CN - CP. He is an old dog and unlikely to learn the new realities required to keep CSX fluid.
The quick financial raping of CSX for Mantle Ridge’s benefit will result in a mess that will take years to set right.
142 Lbs per what Length ? Again everyone assumes what “the smart guys” are talking about
[(-D] Thanks, buddy!
- PDN.
122 CB was/ is a rail section unique to C&O/ B&O / Chessie- as I recall “it wouldn’t play well with others”, though I’d have to study a dimensional table a bit to confirm that (pgs. I-3 and I-4):
http://www.harmersteel.com/hs/wp-content/catalog/harmer-steel-catalog-2015.pdf
Some interesting comments on it here, esp. its design history in the 2nd-to-last post:
https://www.trainorders.com/discussion/read.php?2,2663962
See also the post by 'shoretower" near the end of this thread - includes a nice mention of the 155 PS:
https://www.trainorders.com/discussion/read.php?2,2672334
- PDN.
Looks like 155-lb rail was 8 inches tall-- not 8-1/2 inches like shoretower said.
Per yard—36 inches. A 142# rail 85 feet long would weigh 4,023 pounds.
Google railroad rail weight and the following is the first item, not hard to find.
Rails in Canada, the United Kingdom and United States are described using imperial units. In Australia, metric units are used as in mainland Europe. Commonly, in rail terminology Pound is a contraction of the expression pounds per yard and hence a 132–pound rail means a rail of 132 poundsper yard.
If they ever do recover with as mad as certain IM shippers are with him right now he might have lost certain ones forever. The big s
Australia adopted the Metric system in January 1973, so a lot of rail carried “pounds per yard” weights and some still does today.
In the national system, new main line rail is AS (Australian Standard) 60 (kg/m), basically similar to European UIC 60 section. Prior to that section, AS 107 Pounds per yard was widely used, and some was rolled after 1973 marked as 53 kg/m. Another standard was 47kg/m mainly rolled as 94 pounds p
What did PRR use for switches with its 155#?