Browsing Tag: high

    中国高铁 China High Speed Rail 1/2 [HD][CC]
    Articles, Blog

    中国高铁 China High Speed Rail 1/2 [HD][CC]

    October 19, 2019


    Definitely very fast and safe There is no doubt this is the pinnacle of technology The train is so smooth, the water bottle can stand upside down HSR [high speed rail] brings highly dependable and convenient travel to the Chinese And demonstrates to the world what is possible [March 2010, United States Ambassador Jon Huntsman] [Huntsman] we Americans can learn a lot from the Chinese HSR is a proud accomplishment for China Holding numerous world records The high speed line from Wuhan to Guangzhou is 1068.8km long, the longest in the world construction included 684 bridges and 226 tunnels designed for top operating speed of 350km per hour this daunting project … from ground breaking to operation took only four years, six month and three days, another world record [railway official] China’s HSR program can be described as having six world class accomplishments the most comprehensive technical system highest passenger capacity highest service speed covering the longest distances the largest in infrastructure coverage largest group of skilled personnel and technical expertise the facts all support these conclusions China’s rail network is positively received and praised by people across the world People can’t help but recognize the technical advancements it demonstrates. China’s high speed rail network began a new chapter in rail transport. It’s hard to believe only 6 years ago, high speed rail did not exist in this country. Yet in developed countries, high speed rail has being in operation for 40 years. 6 years ago, the fastest train in China had speeds only half that of the world’s fastest [Chinese official] I studied and worked in Japan for a while traveled on the Shinkansen sitting on Japan’s high speed train I realized there was another way to build railroads that trains can be made to run at speeds this high that high speed trains can bring these enhancements to people’s lives. I really respected was I saw and admired its possibilities. for many years, Chinese rail builders played catch up. on one hand they pursued the dream to build world leading railroads, on the other hand they faced the reality of China’s relatively primitive rail infrastructure that can not satisfy the demands of its people lagging behind in both passenger and freight capacity… severely hindering economical and social progress Generations of rail builders devoted their lives to bring improvements. [Ministry of Railways official] Our predecessors have done a lot of ground work. In 1992, Ministry of Railways founded the branch dedicated to making high speed rail a reality This branch promptly began studying existing high speed rail development in other countries To most quickly adopt and build upon HSR technology the government recognized that China should pioneer a new approach. The question was how should China develop its rail infrastructure? The Ministry of Railway quickly realized the need to gather technical expertise and build up production and assembling capacity With strong support from the government, high speed rail development was fast tracked. A mid-long term rail network plan was passed Thus begun the realization of China’s high speed rail dream [Beijing China] January 2004, Chinese State Council approved the mid-long term rail network development plan. The plan included over 12,000 km of high speed rail lines Four lines will cross China North-South
    Another four lines will connect east-west That year [2004], China’s fastest line had speed of only 160km/hr or three quarters of Japanese Shinkansen’s initial operating speed 40 years ago [Ministry of Railways Official] When we went to other countries to discuss our plans They were impressed with our ambitious objectives but I got the impression that they felt our plan was a dream
    with materialization far off in the future However taking a unique path allowed China to gain an extraordinary leap in HSR development When we started on high speed technology, we did not take the beaten paths taken by many others For some countries, the speed increase was gradual Taking almost 50 years to go from 200km/h to 300km/h For us, our current economical and technical capabilities allowed us to directly adopt the best technology By acquiring existing knowledge, digesting it and further innovating we set our goal to build with the most advanced technology anywhere In 2004, renowned international companies entered bids One company quoted 350 million RMB yuan per train [approx $50 million] and a 390 million Euro fee for technology transfer Ministry of Railways’ negotiation team held fast that price for train be dropped to below 250 million RMB [~$35 million] and technology transfer fees must be no greater than 150 million Euros That company felt it was impossible to deliver under that price At that time we were negotiating agreements between Chinese companies valued at 1 billion yuan [~$100 million] with foreign companies’ that are worth over $150 billion USD Had we not emphasized and utilized our tremendous market potential, our negotiations would have came to stand still, This country’s ability in bringing people together to pursue immense projects formed a crucial and formidable component of the negotiations. In the end, the central government reached agreements with other companies and the company that lost the HSR contract dropped in stock value From then on it was clear China was determined to acquire world class HSR.technology [Ministry of Railways official]; China had to catch up with decades of development in HSR technology The HSR program attracted leading experts from aerospace, material science, electronics, electromotive and more and combined their innovative talents They shared in the spirit of scientific exploration
    and common purpose of developing world class technology The Chinese understood – collaboration is fundamental to development December, 2009, Wuguang HSR went into service on board were leading foreign HSR experts the experts were first skeptical to what can be accomplished in four years time there was doubts regarding the 350km/hr designed speed and smoothness of the train more doubts on whether 350km/hr speed is sustained the whole distance from Wuhan to Guangzhou The ride cleared all these doubts and was well received by international experts. China now has world class HSR… its said that the first locomotives were slower than horse drawn wagons (carriage) 140 years past before the coming of HSR the progression from 200km/hr to 350km/hr took developed countries 40 years from 2004’s railway plan to operating 350km/hr service, China used just four years [Official] and we are not slowing our HSR development Later this year, trains designed for 380km/hr will be rolling off production line [passengers cheering] According to China’s Mid to Long Term Railway Network Plan by 2020 there will be, four north-south and four east-west HSR corridors and HSR services between numerous provincial capitals and mid-large cities regarding China’s lighting fast HSR growth U.S. President Obama remarked in the 2010 State of the Union Address [Obama] “There’s no reason Europe or China should have the fastest trains” Discussions are also underway in other countries regarding how China quickly earned the international spotlight for HSR behind the success is the philosophy of adopting, reflecting and reinventing please stayed tuned to China’s high speed rail progress

    Articles

    How Does An In-Motion Monorail Scale Work

    October 13, 2019


    For over 20 years, we have been manufacturing
    and designing our own NTEP approved, high accuracy in-motion monorail scales for slaughter
    plants. Our monorail scales incorporate a state-of–the-art
    weight indicator and data collection that will take your plant to the next level! Our monorail is designed to withstand the
    highly abusive and corrosive environment of your slaughter plant. The monorail is constructed from 304 stainless
    steel to prevent rust and corrosion. Parts such as dogs, chains, drive shafts,
    drive sprockets, and chain supports, are made of stainless steel or durable plastics. We use counter-sunk bolts to minimize potential
    trolley snagging on the entrance rail, live rail, and exit dead rail. On the transition rail, we use button-headed
    bolts to allow the rail to pivot. The monorail scale is mounted directly into
    your plant’s overhead rail and trolley system. A carcass-laden trolley is propelled by the
    plant’s overhead chain until it reaches the scale, where the scale’s propulsion-chain
    then advances the trolley faster than the overhead chain, weighs the carcass, and is
    picked up again by the overhead chain once it exits the scale. Here’s a simulation of how the process works:
    As a carcass-laden trolley approaches the scale, it is being propelled by the plant’s
    overhead push-dog onto the scale’s multiple rail sections, starting with the dead rail. The dead rail has no effect on the weighment
    of the trolley, but helps tie the scale into your rail system. The trolley then advances from the dead rail
    to the transition rail, where the scale’s propulsion chain engages the trolley and advances
    it onto the live rail and slightly ahead of the overhead chain. At this point, it is essential that the scale
    propulsion chain pulls the trolley away from and ahead of the overhead chain in order to
    eliminate interference of the overhead chain on the weighment process. The transition rail gradually applies the
    weight to the load cell supported live rail, preventing an instant shock loading & minimizing
    weight oscillation. This is a simulation of our monorail vs. a
    competitor’s monorail: Due to their construction and design, our competitor’s monorails typically
    experience significant shock loading of the load cells that affect weighments. Our monorail permits a smooth trolley transition
    by gradually applying weight to the live rail portion of our scale, significantly reducing
    weight oscillations of the load cells. Start and stop photo-eyes are mounted on an
    adjustable slide bracket across from the scale rail and facing a reflective strip. The trolley is ahead of the plant’s push-dog
    once it reaches the start photo-eye that is mounted across from it towards the beginning
    of the live rail. At this point, a signal is sent to our SDS
    weight indicator telling it to start the weighing cycle. A stop photo-eye is mounted across from the
    end of the live rail. As the trolley passes, a signal is sent to
    the SDS weight indicator telling it to end the weighment cycle. The SDS weight indicator displays the average
    weight and transmits the weight information to the database. After the trolley is finished being weighed,
    it enters the slightly downhill-sloped dead rail and is gravity-propelled away from the
    scale until it is again picked up by the plant’s overhead rail and trolley system. This SDS weight indicator calculates the net
    weighment and transmits that weight to the appropriate receiving system. This information can be sent via RS-232 or
    Ethernet. SDS firmware advantages are easy calibration,
    via an easily accessible configuration display including audit trail log information to aid
    users and inspectors alike. With the SDS weight indicator, you have the
    advantages of upgrading without the constant worry of obsolescence. We also have remote troubleshooting where
    our technical team can access your system remotely, ensuring you have the support you
    need. A significant advantage of our SDS weight
    indicator is its high resolution trolley tares. This allows storage of an individual trolley
    weight to the nearest thousandth decimal place or finer if you desire. Contact us today to learn more about how our
    monorail solution can take your monorail weighing and data collection to the next level! Be sure to subscribe to our channel to see
    our latest videos, Check out our website (www.vbssys.com), and follow us on Facebook, Twitter, or Google+. Links are in the description. If you have any questions, be sure to mention
    them in the comments section below.

    A Vision for High Speed Rail
    Articles, Blog

    A Vision for High Speed Rail

    October 10, 2019


    THE PRESIDENT: In addition to
    Ray LaHood and Joe Biden, Rahm Emanuel, all of who have worked
    on this extensively, I also want to acknowledge Jim Oberstar and
    Rob Andrews, two of our finest members of Congress, both people
    who understand that investing in our infrastructure, investing in
    our transportation system pays enormous dividends over the long
    term. So I’m grateful to them. (Applause.) You know, I’ve been
    speaking a lot lately about what we’re doing to break free of our
    economic crisis so to put people back to work and move this
    nation from recession to recovery. And one area in which we can
    make investments with impact both immediate and lasting is in
    America’s infrastructure. And that’s why the Recovery and
    Reinvestment Plan we passed not two months ago included the most
    sweeping investment in our infrastructure since President
    Eisenhower built the Interstate Highway System in the 1950s. And these efforts will save
    money by untangling gridlock, and saving lives by improving
    our roads, and save or create 150,000 jobs, mostly in the
    private sector, by the end of next year. Already, it’s put Americans back
    to work. And so far, we’re ahead of
    schedule, we’re under budget, and adhering to the highest
    standards of transparency and accountability. But if we want to move from
    recovery to prosperity, then we have to do a little bit more. We also have to build a new
    foundation for our future growth. Today, our aging system of
    highways and byways, air routes and rail lines is hindering that
    growth. Our highways are clogged with
    traffic, costing us $80 billion a year in lost productivity and
    wasted fuel. Our airports are choked with
    increased loads. Some of you flew down here and
    you know what that was about. We’re at the mercy of
    fluctuating gas prices all too often; we pump too many
    greenhouse gases into the air. What we need, then, is a smart
    transportation system equal to the needs of the 21st century. A system that reduces travel
    times and increases mobility. A system that reduces congestion
    and boosts productivity. A system that reduces
    destructive emissions and creates jobs. What we’re talking about is a
    vision for high-speed rail in America. Imagine boarding a train in the
    center of a city. No racing to an airport and
    across a terminal, no delays, no sitting on the tarmac, no lost
    luggage, no taking off your shoes. (Laughter.) Imagine whisking
    through towns at speeds over 100 miles an hour, walking only a
    few steps to public transportation, and ending up
    just blocks from your destination. Imagine what a great
    project that would be to rebuild America. Now, all of you know this is not
    some fanciful, pie-in-the-sky vision of the future. It is now. It is happening right now. It’s been happening for decades. The problem is it’s been
    happening elsewhere, not here. In France, high-speed rail has
    pulled regions from isolation, ignited growth, remade quiet
    towns into thriving tourist destinations. In Spain, a high-speed line
    between Madrid and Seville is so successful that more people
    travel between those cities by rail than by car and airplane
    combined. China, where service began just
    two years ago, may have more miles of high-speed rail service
    than any other country just five years from now. And Japan, the nation that
    unveiled the first high-speed rail system, is already at work
    building the next: a line that will connect Tokyo with
    Osaka at speeds of over 300 miles per hour. So it’s being done; it’s just
    not being done here. There’s no reason why we can’t
    do this. This is America. There’s no reason why the future
    of travel should lie somewhere else beyond our borders. Building a new system of
    high-speed rail in America will be faster, cheaper and easier
    than building more freeways or adding to an already
    overburdened aviation system — and everybody stands to benefit. And that’s why today, with the
    help of Secretary LaHood and Vice President Biden, America’s
    number one rail fan, I’ve been told — (laughter) — I’m
    announcing my administration’s efforts to transform travel in
    America with an historic investment in high-speed rail. And our strategy has two parts:
    improving our existing rail lines to make current train
    service faster — so Rob can, you know, shave a few hours over
    the course of a week — but also identifying potential corridors
    for the creation of world-class high-speed rail. To make this happen, we’ve
    already dedicated $8 billion of Recovery and Reinvestment Act
    funds to this initiative, and I’ve requested another $5
    billion over the next five years. The Department of Transportation
    expects to begin awarding funds to ready projects before the end
    of this summer, well ahead of schedule. And like all funding decisions
    under the Recovery Act, money will be distributed based on
    merit — not on politics, not as favors, not for any other
    consideration –purely on merit. Now, this plan is realistic. And the first round of funding
    will focus on projects that can create jobs and benefits in the
    near term. We’re not talking about starting
    from scratch, we’re talking about using existing
    infrastructure to increase speeds on some routes from 70
    miles an hour to over 100 miles per hour — so you’re taking
    existing rail lines, you’re upgrading them. And many corridors merit even
    faster service, but this is the first step that is quickly
    achievable, and it will create jobs improving tracks,
    crossings, signal systems. The next step is investing in
    high-speed rail that unleashes the economic potential of all
    our regions by shrinking distances within our regions. There are at least 10 major
    corridors in the United States of 100 to 600 miles in length
    with the potential for successful high-speed rail
    systems. And these areas have explored
    its potential impact on their long-term growth and
    competitiveness, and they’ve already presented sound plans. I want to be clear: No decision
    about where to allocate funds has yet been made, and any
    region can step up, present a plan and be considered. The high-speed rail corridors
    we’ve identified so far would connect areas like the cities of
    the Pacific Northwest; southern and central Florida; the Gulf
    Coast to the Southeast to our nation’s capital; the breadth of
    Pennsylvania and New York to the cities of New England; and
    something close to my heart, a central hub network that draws
    the cities of our industrial heartland closer to Chicago and
    one another. Or California, where voters have
    already chosen to move forward with their own high-speed rail
    system, a system of new stations and 220 mile-per-hour trains
    that links big cities to inland towns; that alleviates crippling
    congestion on highways and at airports; and that makes travel
    from San Francisco to Los Angeles possible in two and a
    half hours. And by making investments across
    the country, we’ll lay a new foundation for our economic
    competitiveness and contribute to smart urban and rural growth. We’ll create highly-skilled
    construction and operating jobs that can’t be outsourced, and
    generate demand for technology that gives a new generation of
    innovators and entrepreneurs the opportunity to step up and lead
    the way in the 21st century. We’ll move to cleaner energy and
    a cleaner environment, we’ll reduce our need for foreign oil
    by millions of barrels a year, and eliminate more than 6
    billion pounds of carbon dioxide emissions annually — equal to
    removing 1 million cars from our roads. Now, I know that this vision has
    its critics. There are those who say
    high-speed rail is a fantasy — but its success around the world
    says otherwise. I know Americans love their
    cars, and nobody is talking about replacing the automobile
    and our highways as critical parts of our
    transportation system. We are upgrading those in the
    Recovery Package, as well. But this is something that can
    be done, has been done, and can provide us enormous benefits. Now, there are those who argue
    that if an investment doesn’t directly benefit the people of
    their district, then it shouldn’t be made. Jim, you know some of those
    arguments. (Laughter.) But if we followed
    that rationale, we’d have no infrastructure at all. There are those who say, well,
    this investment is too small. But this is just a first step. We know that this is going to be
    a long-term project. But us getting started now, us
    moving the process forward and getting people to imagine what’s
    possible, and putting resources behind it so that people can
    start seeing examples of this around the country, that’s going
    to spur all kinds of activity. Now finally, there are those who
    say at a time of crisis, we shouldn’t be pursuing such a
    strategy; we’ve got too many other things to do. But our history teaches us a
    different lesson. As Secretary LaHood just
    mentioned, President Lincoln was committed to a nation connected
    from East to West, even at the same time he was trying to hold
    North and South together. He was in the middle of a Civil
    War. While fighting raged on one side
    of the continent, tens of thousands of Americans from all
    walks of life came together on the other. Dreamers and risk-takers willing
    to invest in America. College-educated engineers and
    supervisors who learned leadership in war. American workers and immigrants
    from all over the world. Confederates and Yankees joined
    on the same side. And eventually, those two sets
    of tracks met. And with one final blow of a
    hammer, backed by years of hard work and decades of dreams, the
    way was laid for a nationwide economy. A telegraph operator sent out a
    simple message to a waiting nation. It just said, “DONE.” (Laughter.) A newspaper proclaimed:
    “We are the youngest of peoples. But we are teaching the world to march forward.” In retrospect, America’s march
    forward seems inevitable. But time and again, it’s only
    made possible by generations that are willing to work and
    sacrifice and invest in plans to make tomorrow better than today. That’s the vision we can’t
    afford to lose sight of. That’s the challenge that’s
    fallen to this generation. And with this strategy for
    America’s transportation future, and our efforts across all
    fronts to lay a new foundation for our lasting prosperity, that
    is the challenge we will meet. “Make no little plans.” That’s what Daniel Burnham said
    in Chicago. I believe that about America:
    Make no little plans. So let’s get to work. Thank you, everybody. (Applause.)

    Fresno City Officials Reveal Their Master Plan For The Bullet Train’s Downtown Station
    Articles, Blog

    Fresno City Officials Reveal Their Master Plan For The Bullet Train’s Downtown Station

    October 1, 2019


    SUNNY SKIES AND STILL ABOVE NORMAL TEMPERATURES CURRENT TEMPERATURES: TOMORROW WILL LOOK LIKE THIS: 8 AM- MOSTLY SUNNY SKIES – 52 NOON – GETTING WARMER – 75 4PM – WELL ABOVE NORMAL – 82 KSEE 24 NEWS AT 11 STARTS NOW… “once we have that catalyst project, the high speed rail station in the city of fresno things will happen. EVAN: PAINTING A PICTURE OF PROSPERITY. FRESNO UNVEILS ITS DOWNTOWN PLAN FOR HIGH SPEED RAIL. EVAN: GOOD EVENING… I’M EVAN ONSTOT… STEF: AND I’M STEFANI BOOROOJIAN..

    Huge Lego train station MOC of 25000 bricks with Lego monorail and bus platforms
    Articles, Blog

    Huge Lego train station MOC of 25000 bricks with Lego monorail and bus platforms

    September 13, 2019


    Excuse me, is the next train on this platform stopping at area 51? Whah! Get out of my head! Excuse me, is there a train that goes from this station to area 51? Yeah sure! Track two in ten minutes! That’s great! Can I bring my crahsed UFO as extra luggage? If it’s not bigger than two meters wide Oh, I’ll leave it where it is then… Dude! Nice outfit! You’re also in today’s animation team? Animation is not amoung my subroutines. Now get out of my way or you will be terminated! OH crap, he’s the real deal! Oh crap, he’s the real deal! No, I’m just kidding with you! Let’s get some coffee overhere! I heard you can buy pizza here? Yeah, upstairs is a nice pizza restaurant with the best pizzas in town! So this is the pizza place? Yes, welcome! I’d like to order a pizza Margherita to take away please Marco, make him a pizza Margherita to take away Yes, sir. Anytime now! I have a gut feeling about a major fire starting here! Brought my fire extinguisher, don’t worry Frank, you’re gonna be just fine! Hey! Get down from there, that’s for authorized people only! You do not understand, the future of this station is at stake! I don’t give a darn! Get down right now or else! You shall not catch me! … and I dind’t like that very much, so I asked my cousin are you sure this is the right tree? And he… Could you please shut up for a while?? Oh, I’m sorry! Well you know, in the forrest I didn’t get to speak to a lot of people. Anyway,I asked my cousin about…

    How To Sing Mark Farner – Some Kind Of Wonderful – Grand Funk Railroad – Ken Tamplin Vocal Academy
    Articles, Blog

    How To Sing Mark Farner – Some Kind Of Wonderful – Grand Funk Railroad – Ken Tamplin Vocal Academy

    August 26, 2019


    Hey guys, welcome back again to Ken Tamplin
    Vocal Academy. We’re going to do another Rock Classic, none other than Mr. Mark Farner,
    one of the greatest rock vocalists of all time. The group is Grand Funk, the song is
    “Some Kind Of Wonderful”and it goes like this. Here we go. Okay. Now, one of the things that I like most about
    this is it’s just sheer belting in the upper midsection. But what I want to pay special attention
    to is, you really want to be careful not to slam all of your consonants and vowel sounds. We
    cover this in my course thoroughly, and the reason is you want to keep contiguous open
    throat technique, and the more you have to close off the back of the throat, and the
    more you have to open up that ah vowel, the harder it is to keep that ah vowel open. So
    I recommend working these kinds of songs up in sections, where you work up mostly vowel
    sounds that are contiguous vowels that kind of run contiguously, or together, and then
    add only the consonants as you need them. But a song like this and other songs like
    Bad Company that has a lot of slamming consonants and stuff… You want to be really careful
    not to do that at first because it really can close off the throat and inhibit your
    ability to finish the song. So, anyway, thank you for joining me. Ken Tamplin Vocal Academy,
    and we have more on your way.

    Articles

    Why Hyperloop will FAIL HARD – It’s Biggest Problem…

    August 25, 2019


    Hyperloop! Hype-loop! Hype-y pipe! Horperdorper! *Heavy breathing noises*! HYPERLOOP! (Old Timey 90s Video Game Music) In 1870, New York City had its first underground transit system created nearly 30 years before the subway. American inventor,
    Alfred Eli Beach created the Beach pneumatic
    transit system. Tunneled and built in only 58 days, the Beach system carried over 400,000 passengers in its first year along a 300-foot tube near City Hall and Broadway. To the chagrin of the Democrat, Tammany Hall politicians lining their pockets from the horse-drawn omnibus companies, the tunnel was actually built
    in secret and an opulent breath of fresh air compared to the corruption and
    rotting horse manure above. The stations had paintings, a fountain, even a goldfish tank; and the seats inside the pod were plushly upholstered under zircon
    lighting. Alfred Beach knew the city was hungry for more but had issues getting an allowance for bonds from the Tammany controlled governor. Because newspapers did their jobs back then and researched real corruption that problem was
    solved when the new Republican governor came in and allowed funding. The real problem however now came to power the extension of the system. The 100 horsepower rotary motor built by the Roots blower company in Indiana (hooray Hoosiers!) was
    amazingly powerful for its time to get the pod gliding at 10 miles per hour. But this was unworkable and quite expensive for multiple motors. The project was essentially dead but the financial panic of 1873 hammered the final nail in the coffin, and funding for Alfred Beach’s magic ride was not happening. Thus the dream of pneumatic to transportation died that year… …or so we
    THOUGHT!* Fast forward to the year 2019 – close to
    150 years later and tubes have been back in the news again! The Hyperloop idea was
    officially introduced to the world back in 2012 by serial entrepreneur and
    novice 420 connoisseur Elon Musk. (Joe Rogan intensifies) The infamous 58 page alpha document in
    2013 was spurred by Musk’s irritation at the California high-speed Rail Authority
    for being slow and inefficient compared to the rest of the world. Right on the first page. Clear as crystal. And so far, Musk has been correct on that. The disastrous audit recently has showcased this, giving us another thing to thank California for. Pictured: The Sage, Officer John McClane opines on the current, future, and forever – State of California. (Colorized, 1988) This document has spawned a plethora of Hyperloop companies and competitions which we’ll get into. Leading us eventually to why
    the Hyperloop will ultimately fail. (dun dun dunnnn!) And it isn’t really engineering related. Grab
    a seat and sit back for this wild ride of company backstabbings, noose hangings, empty cans, and even an ax! Enter Arrivo … or rather exit as it is the first
    fatality of the dozen or so Hyperloop companies. Arrivo was founded by Brogan Bam Brogan, and that name is the least bizarre of this. A former engineer of Musk’s SpaceX, Bam Brogan co-founded Hyperloop One, with brothers Shervin and Afshin Pishevar. Bam Brogan accused Shervin
    for giving a raise to a PR rep he was hooking up with, escalating to Afshin leaving a noose at Bam Brogan’s desk. Fun guys to work with! Bam Brogan and some other employees staged a coup at the company, stole a few laptops, and after a lawsuit, Bam Brogan and his Merry Bros of Brogan started their own Hyperloop company; Arrivo. Planning to build what was essentially a regular maglev pod in Colorado, Arrivo reported getting 1 billion dollars
    in funding from a Chinese firm, Genertec, which turned out to be just a line of
    credit. Regardless, the media eat it up. (Fake news eating sounds) Bam Brogan’s circus act continued. I mean, look at him! He’s got the whip, the mustache… just
    give him the hat! Bam Brogan went “Bam Bam” Brogan in his office, apparently, stabbing holes into the wall with an axe to let off steam! With dried up funding, lack of direction, and an office makeover, Arrivo had departo-d in a pretty horrifying
    experience! This begs the question… Are investors and politicians putting their
    transit hopes on an immature summer camp? Let’s turn to the top two Hyperloop
    companies; Virgin Hyperloop One and Hyperloop Transportation Technologies. Virgin Hyperloop One. Notice its name? Yes, the same Richard Branson that invested into the Brightline express rail project from Miami to Orlando is also in
    the Hyperloop business! In 2014, it started plainly as Hyperloop One made by those best of buds… Since then it’s made headlines showcasing a sled on a maglev catapult hitting sand in 2016. Putting said sled in a tube a year later
    to go 70 miles per hour… And to their credit, two months later, a test of a full pod going about a 190 MPH in the 500 meter tube. This was essentially good enough to start talks and deals for building Hyperloops in
    between cities like Chicago to Pittsburgh. Dallas to Houston, Miami to Orlando and in countries like India and Saudi Arabia. Their big break came when
    in late 2017, they announced a strategic partnership with none other than Richard Branson’s Virgin Group now amassing a total of around 300 million dollars over separate rounds of funding. Then there’s Hyperloop Transportation Technologies or HTT. A year older than Hyperloop One, it was founded by Dirk Alborn, who crowdfunded it on his Jump Start Fund platform Amassing close to 32 million
    dollars. (aka: vapor ware arbitrage) But since then, there’s really nothing impressive compared to the previous company. Handshakes, photo ops, and pretty CGI. (Did I mention vaporware?) The only thing to show for it physically, includes a carbon fiber material with sensors called… “Vibranium™” Literally trademarked! A Morgan Freeman sound-alike
    hyping pipes on a truck, Not God: “The Hyperloop…” And, wait- what’s this? An actual Hyperloop pod? Alright guys, this is it. We’re re-branding. American Hyperloop Club I’m sure it’s it’s freaking awesome inside it’s gonna be…! (bubble pop sound) “…So the interior of
    the capsule isn’t finished yet. They didn’t let any cameras inside. Currently, it’s
    a black tunnel, it’s waiting to be designed in the next step” (Hyperloop sounds) (REALITY CHECK!) *sigh* Right… Those are the top Hyperloop
    companies. But what of the man who pushed the idea? Elon Musk.
    What is his involvement? In these companies, nothing. In fact, Musk and
    SpaceX have distanced themselves from any business involvement with hyperloops, only hosting yearly competitions in LA at the SpaceX headquarters test track. This test track has had issues with depressurizing, that has delayed competitions for hours. Some pretty slow top speeds and surrendering all your intellectual property to SpaceX. (yes, it is) Credit has to be given though, to the University of Munich s’ Work Group for Rocketry and Space Flight, or WARR. Their latest scale
    model pod achieved a clean speed record of 284 MPH. Considering everything else so far, This has been the most impressive showing of the Hyperloop yet. Yes, the student group was able to get done in a professional matter what multi-million dollar invested Hyperloop companies have not! Points for us Millennials! (+50 points to Slytherin) The main culprit for Hyper Hysteria isn’t any of those companies however. It’s the main stream media. (or meteor) When they aren’t fear-mongering, hating on
    Millennials and memeing about avocado toast for the millionth time, and still seriously reporting on dossiers that could have been fabricated by 4chan, (Confused Media Shilling on 4Chinz) Whenever infrastructure comes up 9 out of 10 it’s a chorus of Hyperloop. They don’t even report on that well! The latest example on Elon Musk’s boring
    company project, Essentially a Tesla Model X moving through a small tunnel with rave lights, was reported as the Hyperloop by multiple sources. Look at this! Even USA Today! What did the editor try to get her grand kids for Christmas? (or Hanakkuh, or Kwanaza) A Sony Gamebox 3DS? Out of laziness, ignorance ,and a way to appease their ad revenue, the media has refused to ask tough questions on what is at this point a maglev project. Maglevs already exists. The most notable has been in service since 2004 between Pudong Airport and
    Shanghai that has carried millions of passengers at 270 miles per hour. Why haven’t we seen a Hyperloop pod do something simple like, I don’t know, take a corner? Better yet why haven’t we seen an actual pod at all? Skyway, a Russian company and despite being joked on for years, has actually made a working multimodal system and showcased a complete pod at InnoTrans 2018. During the same time, the media celebrated the empty can. It’s honestly despicable. So it’s up to us, the American Rail Club to do the job that the media should be doing; research and informing. The real reason why the Hyperloop will
    eventually fail is sheer economics. As amass transit system your main goal is to safely carry as many passengers as possible from point A to point B while
    making revenue. The max capacity for a 28 passenger capsule Hyperloop system is 1,120 passengers per hour. An Airbus A320NEO, the most popular narrow-body for this generation, can carry about 206 per plane. At 12 takeoffs per hour that’s about 2470 passengers. One Japanese N700A Shinkansen can take 1323 passengers. And during rush hour the system can move more than 17,200 passengers one-way. Hyperloop, even as a concept, cannot match anything that exists right now. there’s a reason why China can attribute about 13% of productivity growth to its enormous bullet train network it keeps banking on, even while entertaining the Hyperloop for the time being. (bell ringing in Intellectual Propety Theft-a-nese) The next economic issue is product. Hyperloop’s idea is to take rail vehicles to the next level, particularly maglev, deviating away from the air skis first envisioned by Musk. That being the case, it’s already INFERIOR TECHNOLOGY. Das rite! Planet Earth, meet the Hyperloop killer. The Superconducting Maglev. Japan has invested over 50 years and billions of dollars, that can seat over 1,000 passengers maximum per train and reaching speeds of 375 MPH,
    with more room to grow, as the 27 mile test track in Yamanashi extends to eventually connect Tokyo to Nagoya in 2027. If you can’t wait till then it will be open for the public to ride just next year for the 2020 Summer Olympics. The SCMaglev has gone faster and faster theoretically able to reach 400 even 500 MPH and if it does, the Hyperloop has zero possibility of competing with it for mass transportation. Japan isn’t investing in Hyperloop. But, China and rail industry companies
    like Talgo Deutsche Bahn, SNCF and even, Siemens, have varying levels of involvement and investment for what I theorize are two different reasons. Milking the media, and picking up the scraps of maglev research from the eventual Hypercorpse. for investors like Richard Branson it’s most likely a diversification move. The only winning move is to play both Hyperloop and express rail. Coincidentally both planning Miami to Orlando with the latter already building. It’s uncertain how much Virgin has invested in as both the SEC filing for Brightline hasn’t been filled and they’re keeping mum
    what portion they are of Hyperloop One’s eighty-five million dollar round of
    funding. The next failure is land acquisition. It’s been seriously tough for companies like Texas Central Railway and even Brightline that already owns
    the land to get usage permission. You can’t Robert Moses your way through
    farmland using trickery and state force anymore in America. Hyperloop is a different animal from high-speed rail. And knowing its turning radius is quite
    large, whilst not even evolved to turning yet, we had to rely on simulation
    from a channel called MATLAB, to get a good idea of what land it needs. It’s a massive amount of tunneling, swooping in and out of mountains for California’s alpine geography, passing over highways and vineyards, IE Hyperexpensive, and leaves little room for error. That error brings us to the next eventual Hyperfailure. Safety. In an open train, exiting out an emergency is rather simple. In an airplane – let’s hope we don’t have to remember where the life vests are. In a Hyperloop, we’re unsure. The most info we have is an FAQ on Hyperloop One, that contradicts itself. In a catastrophic event, let’s say thermal
    expansion, a tornado, or an earthquake cracks the tube – you’re going to have a
    rushing wall of air into a system that had close to none! (sound of the bones of crushed families in the Hyperloop) If the pods have emergency exits according to Hyperloop One, and the steel is supposed to be
    tough enough to withstand immense pressure changes, How do you get out through the thick steel before becoming a human pancake?! Passengers aren’t Wolverine, and let’s be serious. This deserves more than an FAQ! (and rave lights) Safety was a number-one concern for the Shinkansen. And since 1964 and 10 billion passengers later, Zero have died in earthquake prone Japan. The Hyperloop has one thing going though… You can’t divide by the number of its current passengers. The last and biggest business blunder will be energy costs. Surprising, as the Hyperloop touts itself as less expensive than even rail. But like Alfred Beach, once the cart isn’t in front of the horse, reality hits like a rush of air. Sustaining a near vacuum of several miles long is costly. It also takes a while to evacuate all that air. Contradicting itself again, Hyperloop One makes the claim that only parts of the system will require power, whilst the entire track is a linear motor for maglev operations. While existing maglev systems are reaching speeds in excess of 300 MPH, Hyperloop is having trouble doing just that, while now adding hundreds of vacuum pumps along the tube. It’s that one trick electric companies love! And no, solar panels cannot power the entire system. There’s other questions the media should be asking. Why do the pots need to be aerodynamic in a near evacuated system? What happened to the fans in the front? Or the air skis? Why are some of these tests still on wheels? Why should we consider INFERIOR TECHNOLOGY? This isn’t to eviscerate the Hyperloop, but to bring the discussion back to Earth. Which is why this video needs to be shared to politicians, the media, Facebook, Reddit, Twitter, and your friends. There is a place for the Hyperloop. Musk has envisioned getting humanity to Mars. and for that environment a system, a system like the Hyperloop makes sense. Like Alfred Beach’s plan, the Hyperloop is headed for serious trouble. And it’s distracting us from real solutions already out there to fix our transportation woes on this planet. We’re entering an age of hydrogen powered
    trains, super conductivity even faster bullet trains and artificial
    intelligence The future is already bright! So stay on track and stay on board! ARC is having a giveaway contest and all you have to do is comment below. “What’s your nickname for the Hyperloop?” One lucky winner will receive a free t-shirt! Be sure to subscribe and pull that bell! If you want to support ARC further, upgrade your ticket to ride by supporting us on Patreon! Where just $1 will get you access to exclusive videos and behind-the-scenes before the general public. Thank you for watching! next stop Next stop; The future!

    Rail-Track Laying and Maintenance Equipment Operators
    Articles, Blog

    Rail-Track Laying and Maintenance Equipment Operators

    August 17, 2019


    No matter how sophisticated modern rail travel
    can be…the trains still run on rails. So there are still jobs for rail track layers,
    just as there were in the early days when the railroads opened up America’s west.
    They go wherever on the system they’re needed, from the rail yard…to an underground tunnel
    down the line. The rails may also be in plant yards, quarries, sand and gravel pits and
    mines. This is an entry-level job in the railroad system, with no previous work-related skill
    required. Usually a high school diploma, physical strength, coordination and a good sense of
    responsibility will get you started. Workers with low seniority can expect night and weekend
    shifts. Sometimes you’re exposed to rain, wind and snow. And overtime might be required,
    especially during emergencies. After all, you’re a part of the nation’s rail system;
    the safety of passengers and the transport of goods rely on your careful, constant work.