Never knew that rail could be so flexible.

@RicCarter

3 жыл бұрын

ain't physics grand?

@georgew.5639

3 жыл бұрын

It can shrink and expand quite a bit depending on the temperature. Hot or cold. They prefer to spike it down hot.

@MsCriticalthinker201

3 жыл бұрын

@@georgew.5639 We put it in hot or cold, but no matter which, it must be de-stressed afterwards or severe speed restrictions are imposed until it is de-stressed. Sunshine alone can raise the temperature of a rail on a hot day to 135 degrees and overnight it obviously goes back to the ambient temperature. The build up of forces is amazing. The railroad sets a 'desired neutral temperature' for the rails. That is the temperature at which there is neither compressive or tensile stress in the rail. In New England that is given as a range, usually 90 degrees to 125 degrees F. We always try for the high limit, and both rails usually must be within 5 degrees of each other. The formula is: desired neutral rail temperature less actual rail temperature multiplied by the length of the string in feet multiplied by .000078 (the co-efficient of expansion of steel). So, given a DNT of 125, an existing rail temp of say, 55 is a delta of 70 degrees. Rail strings are usually 1600' feet long (20 80' sticks flash butt welded together, typical lengths loaded and dropped by a CWR train). 70 x 1600 x .000078 equals an anticipated expansion of 8 3/4" overall under those conditions. The spikes don't hold the rails longitudinally, that is the job of the rail anchor, those little 'C' shaped clips driven onto the base of the rails to bear against the ties. A properly driven spike doesn't actually touch the rail, there is a tiny bit of clearance required. sunshine can be used to heat the rails or we use propane fired heaters to do it. The nickname is "The Bomb". When you see a 500 pound propane tank on a railcar with 16 flaming burners just underneath heating each rail, you get the idea. To start, the crew distributes rail anchors along the track, usually 4 per tie. The math is done and the far end of the rail is either moved clear to run by the next string, or the call;ate gap is cut, and left to close as the rail is expanded. The bomb runs across the first quarter of the rail length until 1/4 of the desired expansion is achieved, then the crew drives the anchors onto the base of rail with sledge hammers, tight against the ties. The work, heating and anchoring always moves toward to the open end. Each quarter is worked until the end is reached and either a temporary set of joint bars is applied or the joint is thermite welded, and we move up to the next string. I've done miles of it.

@ShredPile

3 жыл бұрын

@@MsCriticalthinker201 This explanation was better than the video and it was a fine video. Thank you!

9:30 (somewhere around there ) So thats where those alien sound effects come from. On the other hand , I'm supprised on the amount of flex in those rails .

@RicCarter

3 жыл бұрын

It always looks astonishing, but when you make something long enough, it just defies common sense--and yea, the "death ray" sound is awesome to me

@robertheinkel6225

3 жыл бұрын

I wonder how many miles those workers walk a day?

Trivia from gbw RR fan club, plus Star Wars fan: Zapping sounds like blasters, old SW documentary shows Sound Designer Ben Burtt getting zapping sound by hitting guy wires on massive radio antenae in CA.

I wonder how the steel scientists figured out how to make rails with little or no expansion or contraction with temperature changes. Thanks for the video.

So thats how they get 'er done these days!!

Hi from green bay, sat.Nov.28,2020ad. I saw at 4:00 when the red crane stopped, down in the picture lower left corner is a transition fish plate, with heavier rail to left, then Red Crane was sitting on lighter rail. So, ribbon rail is heavier that these two older sections. Thus providing smoother ride, for heavier cars and locos, and consistent repair works, with other divisions.

@RicCarter

3 жыл бұрын

Interesting, I don't remember seeing many mixed sizes.. Yes, we got a big upgrade, going to larger gauge AND ribbon. They are finishing up ties now, one year later;^)

Hi again from gbw. Corrections from last post: Red crane is actually Orange!! (2): picture at lower left corner, at 5:00m. with Yellow transition angle bar, fish plate, (Friday night special at KofC for Lent, ha ha ha!!!)

New question from gbw: What is the original, historic RR for the subdivision?? Thank U!!-! SES.

@RicCarter

3 жыл бұрын

This run was first the Washington & Vandemere built 1908 by logging companies.(www.carolana.com/NC/Transportation/railroads/nc_rrs_washington_vandemere.html). Atlantic Coast Line took it over in 1927. My understanding is that the track was eventually removed and later rebuilt by Norfolk & Southern when phosphate deposits were found in southeastern Beaufort County. The line is now owned by NS but is shared by CSX. Both currently run daily turn arounds to the mine site. This retailing came after 9 molten sulfur cars derailed on the line in January 2019 and speeds were dropped to 10mph for the entire 25-mile line. The line is maybe half its original length now, stopping in Aurora.

Am I the first to ask the DUMB question: Why not just place it between the old rails in the first place? OR why not combine laying the rails and bringthing them up in the same operation. They are moving it from to side to the center and half way back to the side.

@stanpatterson5033

3 жыл бұрын

When the rail is dropped, the schedule for installation may not be know yet. Besides, leaving it inside the gauge could run you into problems at crossings, switches (if any), and other structures that reside inside the gauge.

No Snowflakes working today?

@rj4590

3 жыл бұрын

Yep...And a guy could get hurt doing that.