Browsing Tag: Railroad

    CTA’s Ride the Rails: Orange Line Real-time (2019) v1.1
    Articles, Blog

    CTA’s Ride the Rails: Orange Line Real-time (2019) v1.1

    October 19, 2019

    Periodically, information about the CTA and/or the line will appear on the screen.
    If you prefer to experience this video without this information, please turn off
    Youtube’s closed captioning. The Orange Line is the most recent line to be built from scratch,
    opening on October 31, 1993. It runs 13-miles and consists of 16 stations. The Orange Line serves several points of interest, including Midway Airport,
    Art Institute of Chicago, the Board of Trade, Chicago Cultural Center,
    City Hall/County Building, Daley Center, Museum Campus, Soldier Field,
    and Thompson Center. Now for some general history on the CTA. Chicago’s rapid transit system began in the 1890’s.
    Originally there were four companies that ran the different lines. The South Side ‘L’, The Lake Street ‘L’,
    The Metropolitan West Side ‘L’, and The Northwestern ‘L’. The South Side ‘L’ opened in 1892 and went 3.6-miles
    from Congress Street to 39th Street. The Lake Street ‘L’ opened in 1893 and went from 52nd Avenue
    (Laramie Avenue) to Market (Wacker) and Madison. The Metropolitan West Side ‘L’ started service in 1895 and went from
    Franklin Street west to Marshfield Avenue where it split into three branches. The last of the original elevated companies to start service structures to be built
    was The Northwestern ‘L’ which began operation in 1900. It went from a connection
    with the Union Loop’s tracks at Fifth (Wells) and Lake to Wilson. Although it had no trains of its own, the Union Loop opened in late 1897 and
    was very important for the downtown area. Until the Union Loop opened, the
    other rail lines all terminated on the outskirts of the downtown. The Union Loop was built to serve as a common downtown terminal
    for the various ‘L’ companies. They did not have any trains of their own. With the opening of the Union Loop the city’s three – soon to be four – operating
    ‘L’ companies could now bring commuters into the heart of the city. While the separate companies kept their individual identities, they did unify under
    the moniker Chicago Elevate Railways Collateral Trust (CER), which functioned
    similar to a holding company, and in 1913 the first trains were through-routed
    without requiring customers pay an extra fare. A system of universal transfers was also instituted at this time. Finally,
    in 1924, the four operating companies were consolidated into the
    Chicago Rapid Transit Company (CRT). Just 7-years later, in 1931, CRT was filing for bankruptcy. By the mid-1940s, the transit situation in Chicago was quite complicated,
    and it became apparent that privately owned public transit would not survive
    due to its unprofitability. The street railways system was being managed by the Chicago Surface Lines but was
    still actually comprised of four separate companies, and they were also bankrupt. In both cases, the companies had bonds and other liabilities that were coming due
    and no way to pay them, and fares had long since ceased to be enough to cover
    operating and capital improvement expenses. The Chicago Transit Authority (CTA) was created April 12, 1945 and,
    with the exception of the Chicago Motor Coach Company, brought
    all public transit under one organization in October 1947. The Chicago Motor Coach Company was purchased in 1952. The bridge to the left is the Canal Street Railroad Bridge and was constructed
    in 1914. It weighs 1500 tons and can be raised in approximately 45-seconds.
    On December 12, 2007, it was designated a Chicago Landmark. The tracks to the right connect the Orange Line and Green Line to the Red Line.
    They are known as the Cermak and Federal junctions. The rail tunnel to the left is the 13th Street Incline. It connects the Red Line
    to this elevated structure for access to the Orange and Green Lines. This “S” curve used to be much sharper, but on Friday, May 23, 2003, CTA shut
    down this portion of the line to demolish and rebuild it. The process took 80-hours, and re-opened in time for Tuesday morning rush hour. Location of the now demolished Congress/Wabash station.
    It closed August 1, 1949, and was demolished in the mid-1950s. Location of the now demolished State/Van Buren station. It was part of a
    continuous platform that extended to LaSalle three blocks west. On Saturday, July 20, 1968, an explosion at the southwest corner of Dearborn
    and Van Buren streets rocked the South Loop and severely damaged the
    old Dearborn/Van Buren station. Following the explosion and damage to the Dearborn/Van Buren station, these
    little-used sections of infrastructure began to be removed. The State/Van Buren station was closed on Sunday, September 2, 1973. Location of the now demolished Dearborn/Van Buren station. While the station itself
    closed in 1949, the station house and platforms were retained and integrated into
    the adjacent State/Van Buren station as an auxiliary exit. This location did without a Loop ‘L’ station for the next 24 years. In 1997, a new station,
    Library-State/Van Buren, was built between State and Dearborn in conjunction with
    the construction of the new Harold Washington Library. Originally named Pacific Avenue, the station has suffered relatively few alterations.
    Still intact are the original station houses complete with woodwork and pressed
    tin ceilings, rest rooms, fare collection booths and the platform canopies. At this juncture, an elevated structure once continued to the Metropolitan
    Main Line which was used by four different lines that served the west side. Few remnants exist today of that line, but if you look at the Chicago River
    two blocks west, you can still see the foundation of the old west bridge pit. In the mid-1980s, Quincy was closed for extensive rehibilitation. It was to be restored
    as close to its original 1897 appearance as feasible, while maintaining capacity for
    current ridership and adhering the modern safety and security standards. The preservation-sensitive restoration included the replication
    of the ticket agent’s booth from the original 1897 drawings. Location of the now demolished Madison/Wells station. It closed
    Sunday, January 30, 1994 and demolished so that work on the
    Washington/Wells station could begin. Washington/Wells station opened in July 1995. Location of the now demolished Randolph/Wells station. It closed on
    Monday, July 17, 1995. The remaining platform is now used for storage. The Clark/Lake tri-level facility is the CTA’s largest, most complex station and one of
    its busiest. It was created in 1992 when the Clark/Lake elevated station and the Lake Transfer subway station — which previously had separate fare controls and
    mezzanines — were renovated and had their passenger access relocated into
    two buildings. In 1966, State/Lake became the first Loop ‘L’ station to receive an escalator for
    passenger convenience as part of a series of station improvements and renovations
    the CTA performed in the mid- and late-1960s. State/Lake is the last remaining example of 1895 Loop architecture from the State
    Street Leg, despite its altered condition. The station still sports its original decorative
    railings and canopies, among other remnants. Location of the now demolished Randolph/Wabash station.
    It closed on September 3, 2017, replaced by the newly constructed
    Washington/Wabash station which opened three days earlier. Location of the now demolished Madison/Wabash station.
    It closed on Monday, March 16, 2015, for the construction of the new
    Washington/Wabash station. Washingon/Wabash station replaced and consolidated the Randolph/Wabash and
    Madison/Wabash stations into one facility, located between the two former stations. It opened on Thursday, August 31, 2017.

    Why Trains Blow Their Horns So Much
    Articles, Blog

    Why Trains Blow Their Horns So Much

    October 18, 2019

    Last night, I was just drifting off to a sound
    asleep and starting the nicest dream –when it happened again! A train whistle off in the distance woke me
    up from my slumber, and not for the first time, I must say! So, do trains absolutely have to blow their
    horns so often and so loudly? The truth is that yes, they do, and the main
    reason for that is safety. Locomotive engineers are required to honk
    every now and then, which is written down in the regulations called the “Final Rule
    on the Use of Locomotive Horns.” So, as you can see from the name, all this
    honking business is pretty strict and obliges trains to make four blasts approximately 20
    seconds before they reach a crossing. But that’s not all! Trains whistles and horns are an effective
    method of communication! There is a whole system of locomotive horn
    signals, where different sound combinations mean totally different things! How about I tell you about the most common
    train signals so that you can understand what’s happening out there, on the railroad tracks,
    every time a train honks? So, if you hear a number of short whistles,
    it means that the engineer is trying to attract attention to the moving train. For example, it may sound when a person or
    animal gets on the track. Just one short whistle indicates that the
    train is about to stop. One long whistle-like sound can be heard when
    the train is coming to a halt, and the engineer applies the air brakes. The pressure inside them gets equalized, and
    you can hear a loud shrill sound. Also, the train gives one long signal when
    it’s approaching a station. At the same time, two long honks mean that
    the train has released the brakes and is ready to continue its journey. Three short whistles made by an unmoving train
    mean that the locomotive is about to move backward. One long whistle followed by a short one means
    that the train is nearing some equipment or people working on or near the track. Also, train engineers often have to show that
    they’ve acknowledged hand signs or radio signals by tooting the horns. But if the train sounds four short whistles,
    it means that the engineer hasn’t understood the signal and asks for it to be repeated. However, the signal you probably hear more
    often than others is two long whistles followed by one short and another long whistle. Trains have to honk this way every time they
    approach a grade crossing, which is a place where a railroad track and a road or two railroad
    tracks cross at the same level. And this signal, in particular, is no laughing
    matter. The thing is that nowadays trains have an
    extremely tight schedule. As a result, several trains often follow one
    another with a very little break in between. But pedestrians and drivers who are waiting
    to cross the railway track don’t always realize that there might be more than one train approaching. Hurry makes people dart across the track as
    soon as one of the trains has passed. And if there is low visibility, or the next
    train is nearing the crossing without making much noise, these attempts to save time usually
    end very, very badly. It’s no wonder that lots of people, especially
    those who live not far from railroad tracks, have repeatedly been complaining about the
    shrill sounds disrupting their peaceful lives. That’s why Florida once tried to ban locomotive
    horns. However, peace and quiet didn’t last long. After the number of accidents at grade crossings
    had almost doubled, the ban was lifted. On the other hand, there exist so-called “quiet
    zones.” These are the areas where train engineers
    aren’t allowed to honk. But in this case, every single public crossing
    in that area must be equipped with either heavy, four-quadrant gates designed specifically
    to prevent cars and people from straying onto the track or a pedestrian overpass. So, do you hear a lot of train honking in
    the area where you live? Tell me about this in the comment section
    below! By the way, I’ve been forever wondering why
    trains can’t just stop as soon as a train engineer sees something or somebody on the
    railroad track? I mean, why all these precautions, honking,
    and railroad signal? It turns out that any heavy object moving
    at high speed can actually stop pretty fast. And since every wheel of a train has its own
    brake, they’re supposed to be able to reduce the train’s speed in no time, right? Well, it might work this way — only if trains
    moved on concrete roads! But a train’s steel wheels move over steel
    tracks. That’s why the friction between the two is
    twice lower than the friction between a car’s rubber tires and a road covered with asphalt. Besides, engineers mustn’t brake too harshly
    because, in this case, the train’s wheels are likely to lock. Besides, it tends to damage heavily not only
    the train’s steel wheels but also the track itself. Plus, the braking system on trains is very
    different from that on cars or buses. That’s why if an engineer tries to bring the
    train to a sharp stop, it may lead to the rail cars toppling or derailing. It means that during braking, the pressure
    must be released slowly and steadily, and the longer a train is, the more slowly its
    engineer has to brake. But besides being not very good at braking,
    trains also have big problems with going uphill! See for yourself: a 30-degree incline doesn’t
    present any difficulties for a car. We, humans, can deal with super-steep inclines
    of around 80 degrees! But for high-speed trains, the maximum incline
    they can climb is only 2.5 to 4 degrees, while freight trains can’t make it if the incline
    is more than 1.5 degrees. If they absolutely have to conquer a bit steeper
    incline, there must be one more additional locomotive in the back, which helps to push
    the train from behind. The short answer which can shed light on this
    mystery is that trains are (and I mean it) heavy. Plus, their steel wheels don’t have such a
    great grip on the steel track underneath. Add gravity pulling the train down to the
    lack of friction and slipperiness, and it gets clear why trains avoid going uphill. In fact, it works in both directions, and
    a heavy train going downhill can end up in a crash. And still, some trains manage to climb not
    very steep hills with the help of several locomotives pulling them. There are even some “helper districts” located
    near particularly steep inclines! That’s where helper locomotives, which bring
    the train over to the top of the hill, are based. They can be coupled to the rear, the front,
    or even the middle of the train. After helping the struggling train to travel
    up, helper locomotives return back to the bottom of the hill to wait for the next train
    that needs assistance. Another way out for a heavy train that has
    to go uphill is to “double the hill.” This term means that the train leaves one
    part of itself at the bottom while taking the rest of the cars to the top. After that, the locomotive returns to pick
    up the part which was left behind and pulls it to the top as well. Then the two parts get coupled again, and
    the train continues with its journey. On the other hand, any unfavorable conditions,
    such as rain, snow, or fallen leaves on the track, can prevent a train from going up a
    steep hill, even with the help of additional engines! So there you have it: Some great information
    about trains to keep you on the right track! Hey, if you learned something new today, then
    give the video a like and share it with a friend! And here are some other videos I think you’ll
    enjoy. Just click to the left or right, and stay
    on the Bright Side of life!

    Railway Journey Rawalpindi to Lahore Traveling Pakistan by Train
    Articles, Blog

    Railway Journey Rawalpindi to Lahore Traveling Pakistan by Train

    October 18, 2019

    In this video you will watch the Rawalpindi to Lahore train route journey Subscribe now Tarar Support for more video notification Rawal Pindi is a city in Punjab Pakistan It is the fourth largest city in Pakistan by population It is one of several major stops on the Karachi Peshawar railway line Pindi station was opened in 1881 during construction of the Punjab northern state railway, which began in 1870 The Route was first surveyed in 1857 and they aim to connect Lahore with Peshawar via Rawalpindi Years of political and military debate followed is described under the Lahore & Peshawar railway Along with several other railways But Punjab northern state railway was merged with the Sindh Punjab and Delhi Railway in 1886 to form the Northwestern State railway after independence Pakistan railway Pindi To Lahore train route journey is four to five hours it depends on train Flight is landing at Banazir International Airport Islamabad Train is passing Sehala Bridge and DHA Expressway bridge The Train Route is danger for rural population several cattles accidental death every year on a railway track After crossing Bridge next station is Mankiala railway station 14 down Awam Express is going to Lahore Crossing 45 up Pakistan Express at Kaliam Awan railway station Kaliaam Awan is junction near mandra 104 down Subak Karam early in the morning passing Mandra It trains several times to cross the grand trunk road, but Kangreela Railway Junction is along the GT Road. Many motorbikers try to race with Trains Natural beauty and landscape a beautiful between Gujjar Khan and Mandra Train is crossing the GT Road at Gujjar khan It is the headquarters of Gujjar Khan Tehsil and the largest tehsil of Punjab by land area Students are going to home after the study in their schools After crossing the bridge train is in-district Jhelum next station is Sohawa Sohawa is subdivision of the district Jhelum Taraki Mountain Range, I waited for three hours at Bakriala but fog while the train was passing Two small tunnel in the Taraki mountains a curve near Taraki railway station Many ponds along the train route from Rawalpindi to Jhelum Oh Millet and Wheat are major crops in the Pothohar Kallowal is a junction & curve near Dina Jhelum is a city on the right bank of the jhelum river is a river of northwestern india and eastern Pakistan It is the westernmost of the five rivers of Punjab and passes through Jhelum district Rivers length is 725 kilometers Lala Musa is a city in Gujarat district and railway Junction a train route for sargodha and Karachi After crossing the river Jhelum Punjab Plains and famous crops are Rice sugarcane and wheat Gujrat & Gujranwala district same planes land and crops But Chenab River is a major river of India and Pakistan It forms in the upper Himalayas in the Lahaul and Spiti district of Heemachal pradesh india and flows through the Jammu region of Jammu and Kashmir into the plains of the Punjab length is 960 kilometers The tomb of Noor Jahan is a 17th century Mausoleum in Lahore, Pakistan That was built for the Mughal Empress Noor Jahan The tombs marble was plundered during the sikh era in 18th century for use at the Golden Temple in Amritsar Now Pakistan government is reconstructing Noor Jahan tomb The ravi is a trans boundary river crossing northwestern india and eastern Pakistan It is one of six rivers of the Indus system in Punjab region The waters of Ravi are allocated to India under Indus Water Treaty length is 720 kilometers, but no water now Lahore is the capital city of the Pakistani province of Punjab It is the second most populous city in Pakistan after Karachi Lahore Junction railway station is the central railway station in Lahore Punjab, Pakistan It is situated at the convergence of Empress road Allama iqbal Road in circular Road It is Samjhuta express waiting for Sunday to reach Attari India The Samjhuta Express commonly called the friend Express is a twice weekly Train Wednesday and Sunday runs between Delhi an Attari in India and Lahore in Pakistan The word Samjhuta means agreement accord hand compromise in both Hindi and urdu until the reopening of the Thar Express this was the only rail connection between the two countries the Train was started on the 22nd of July 1976 following the Shimla agreement and ran between Amritsar and Lahore a distance of about 42 kilometers Following disturbances in Punjab in the late 80s due to security reasons, Indian Railways Decided to terminate the service at Attari where customs and immigration clearances take place on the 14th of April 2000 in an agreement between Indian Railways and Pakistan railways the distance was revised to cover just under three kilometer In the early hours of the 19th of February 2007 68 people mostly Pakistani civilians and a few Indian military Guarding the Train were killed and scores more injured in a terrorist attack on the Delhi Attari xpress the attack occurred at Deewana station near the Indian city of Panipat Haryana. Officials found evidence of improvised explosive devices IEDs And flammable material including three unexploded IEDs The national investigation agency doubted that the blasts were masterminded by Swami Aseemanand, which was dismissed later for lack of evidence Thanks for watching complete video subscribe and share with friends. It was Tara supporter production You

    The Mine Adventure With Shawn the Train and Team | Train Videos For Children
    Articles, Blog

    The Mine Adventure With Shawn the Train and Team | Train Videos For Children

    October 18, 2019

    So, do you know where we can find more of these glowing crystals? I think there are more inside the abandoned mine.
    I found this one close to it. Let’s go see! I can’t see any crystals. I’m sure there are more crystals inside. I’m going to try to break the wall. Hmm. This wall is way too strong. Let’s come back tomorrow and see if Donald can help us break it. Are you sure you want to do this, guys? Yes. We’re going to find a lot of pretty crystals. Ok. Stay back. – Be careful down there!
    – Thank you, Donald. Wow! Look out! – Speedy! Speedy! Are you okay?
    – Yes, I’m fine! Don’t move. I am going to find a way to help you. Help! Help me! Help! Help! Who’s there? – Hi. My name is Gus. I am a mine train who got stuck here a long time ago.
    Can you please help me?
    – Yes. – Thank you! You are a brave train!
    – You’re welcome! – And what’s your name?
    – My name is Shawn. I’m looking for my friend Speedy.
    He fell through an elevator shaft. Come on, Shawn. I know how we can find him. We must go this way. Wow! – Speedy!
    – Shawn! This is Gus. He helped me find you. – Thank you, Gus!
    – You’re welcome! Guys, look at how many crystals I found. Wow! This is great! Let’s get going! Oh no! I think we really need to go! The mine is collapsing! We must get to the elevator! Help! Help me! Hold on, Gus! Speedy, we need your help! – I think we are not going to make it!
    – We will! Well, we didn’t bring back any crystals but we’ve made a new friend. No number of gems in this world can replace good friends.


    Freight Cars: Train Talk Ep. 13

    October 18, 2019

    Hello everyone and welcome to Train Talk! In the 6th episode of Train Talk, I discussed
    different types of freight trains. I did not, however, discuss all the different
    types of freight cars, and there are many. So today, I’m going to talk about all of
    the common freight cars you can see out on the mainline today and what purposes they
    serve. Let’s get started! Box cars are some of the most basic and versatile
    freight cars you will see on the main lines today. They are quite simply, a box on wheels with
    sliding doors on each side for loading and unloading. While they were in the past used for hauling
    finished products to market, they are now primarily used for hauling raw materials to
    factories. Everything from coffee beans to paper can
    be found inside of a box car. Some boxcars have also been modified with
    refrigeration units on one end. These are called refrigerator cars and are
    used for transporting fresh produce, all while staying nice and cool. Another very important type of freight car
    is a hopper car. Hopper cars exclusively carry uniformly shaped
    raw materials such as coal, grains, or even plastic pellets. These materials are loaded from the top of
    the car and discharged through hatches on the underside of the car. Hopper cars come in two types: covered and
    open top. The covered hoppers also have hatches in the
    roof of the car so they can be loaded. Materials that can be damaged in transit by
    being exposed to the open air, such as grains, are carried in covered hoppers while materials
    that do not need the extra protection, such as coal, are carried in open top hoppers. The next type of freight car is a gondola
    car. These cars are similar to an open top hopper
    car, except that they have a flat bottom with no hatches and the sides of a gondola are
    typically much shorter. However, you should note that the only real
    distinction between a gondola and a open top hopper car is that a gondola car has a flat
    bottom with no openings. For example, some gondola cars used to haul
    wood chips have sides that are actually taller than most open top hoppers. Gondola cars must be loaded and unloaded from
    the top. They almost exclusively carry raw materials
    such as rocks and scrap iron, but occasionally they carry larger finished products. Gondolas are often used for carrying large,
    heavy steel coils, usually with a rounded protective covering over the top. We’ve moved slowly from freight cars with
    sides and a roof to open top cars with shorter sides, so the next car we’re going to talk
    about has no sides at all. These cars are called flat cars. Flatcars are used for carrying larger items
    that need to be tied down. They can carry everything from construction
    equipment to tractors, and even airplanes in some cases. However, one of the most common types of flat
    car you will see is called a center beam. Center beam flatcars have a raised central
    beam running the length of the car. The beam is used for tying down materials. These cars are used pretty much exclusively
    for hauling wood products like boards of plywood. In addition to the basic types of flat cars,
    modified flat cars are also used for carrying truck trailers across the country as part
    of intermodal trains. Tank cars are used for transporting various
    liquids. They are loaded through a round opening located
    on top of the car and unloaded through piping located on the underside of the car. These cars transport a variety of different
    liquids including crude oil, refined petroleum, paints, and more. Now, we come to one of two types of cars that
    exclusively carry finished products. The first is a car known as an Auto Rack. These cars are used for carrying brand new
    automobiles. The cars are very tall and have either two
    or three levels for storing vehicles. Modern auto rack cars also have a roof and
    sides for protecting the vehicles as they are being moved. Some of these cars are also articulated. Finally, we come to the last car for this
    episode, the well car. Well cars are similar to flat cars, but they
    are used specifically for hauling shipping containers, and are modified just for this
    purpose. These cars, when loaded with shipping containers,
    are used for intermodal freight service, “inter” meaning between and “modal” as in the
    different modes of transportation. These are the most common freight cars you
    will see today because the shipping containers they haul are so versatile. They can easily be moved from one form of
    transport to another and they carry most of the finished good you buy in the store: furniture,
    televisions, games, home appliances, and more. While they are the most common type of freight
    car on the railroad today and their use is not likely to decline any time in the near
    future, they cannot completely replace more traditional types of freight cars, as these
    are all essential to the national freight rail network. Well, that does it for this episode of train
    talk. Thanks for joining me! There are some unusual types of freight cars
    as well, but these are often just modified versions of the basic freight car designs
    I mentioned in this episode. If you enjoyed the video, let me know by liking
    it and leaving a comment below. Also, if you haven’t seen it yet, be sure
    to check out the episode of train talk on different types of freight trains. For those of you who haven’t already, be
    sure to subscribe to the channel so you are notified every time I release a new video. That’s it for now. Until next time, I’m Mike Armstrong. I’ll see you down the line! Thanks for watching.

    A Train Almost Ruined the Town But Something Saved People
    Articles, Blog

    A Train Almost Ruined the Town But Something Saved People

    October 17, 2019

    Imagine: You’re on a train, calm, relaxed,
    and enjoying your journey without a care in the world. After all, traveling by train is one of the
    safest ways to get somewhere. But what’s that? You feel it accelerate, and soon it’s already
    moving at breakneck speed, ignoring stop signs, stations, and other trains. You’re pinching yourself in a futile attempt
    to wake up, but it’s no nightmare – you’re on a runaway train! Wait, that really happens? Sure does, and there are plenty of real cases,
    like that of train #1908. It was a cold winter night on January 11,
    2004 when the 5,000-ton freight train was moving along the main Volkhovstroy 2 line
    in Russia’s northwestern Leningrad region, where Saint Petersburg is located. Even though everything seemed to be in order
    at that moment, just a couple of hours before, it looked as if the train wouldn’t be able
    to start its journey at all. (Perhaps that would’ve been for the better
    given how things would turn out later…) The thing is that two people were supposed
    to arrive at the train yard that night: 31-year-old engineer Eduard and his 24-year-old assistant
    Alexander. But when it was time for their shift to begin
    at 11pm, the engineer was nowhere to be seen. After waiting for his co-worker for 15 minutes,
    the assistant decided to inform management. They eventually got hold of Eduard, and the
    engineer simply said that he’d overslept. He ended up arriving on site at 12:15am, making
    him 1 hour and 15 minutes late. Obviously, everybody was severely behind schedule
    now, so the engineer’s standard pre-journey medical check was done in a hurry. But his health readings were normal, and he
    was totally sober. Everything was fine, nothing out of routine
    here, except maybe the fact that instead of his uniform, the man was wearing a suit and
    tie, as if he was going to some important event. But nobody seemed to find that odd… And why would they? After all, the engine driver, although quite
    private, was a disciplined worker. He was just your normal guy, liked football
    and hockey. Perhaps he just had a wedding or something
    to go to after work, and he wouldn’t have time to change. Who knows? In any case, after the doctors gave him the
    green light, the engineer was ready to go. He climbed up into the cab, and that’s when
    his assistant noticed another oddity. Eduard didn’t put a new tape into the train’s
    speedometer, which was a serious violation of the rules. But when asked, Eduard assured his partner
    that everything was ok and started the locomotive. It left the train yard at 12:42am and headed
    for its first station, where it got connected to 58 loaded cars. After the train left the loading station,
    the engineer broke protocol once more by refusing to check if the brake system was working correctly. Again, they were critically behind schedule,
    so nothing seemed too alarming at first. But then… As the train came toward the railway haul
    Volkhovstroy 2 – Kukol’, the station operator reported that there was another train approaching
    the station. Train #1908 was supposed to make way for the
    other locomotive and wait for it to pass. Alexander the assistant confirmed receiving
    this information, and the train started to slow down. But within seconds, the younger man screamed
    in horror when the engineer hit the controls to accelerate! When Alexander tried to bring his co-worker
    to his senses, the much stronger engineer answered back with physical threats. Desperate, the assistant realized that there
    was nothing he could do to prevent what was sure to become one of the most terrible railway
    disasters in history. By that time, the engineer had already switched
    off the cab signaling, which was supposed to inform him about the maximum speed allowed
    on the track. At 2:58am, the train blew through the red
    light at Kukol’ station, careened on a totally unscheduled route, and dashed toward the main
    track. No one could contact the two men inside – the
    train’s radio receiver had been switched off. It was gaining speed, now reaching 60 mph
    (100 kph). Horror-stricken Alexander couldn’t do a thing
    to stop his partner. Eduard, obviously, had lost his mind. Everything changed at Valya station. At 3:02am, when the runaway had already blown
    through the previous stop at Myslino, the Valya station operator came up with the idea
    to cut the power on the line. It was done just seconds before the multi-ton
    train sped past his station. Even though the electricity had been successfully
    cut off, the train kept gaining speed because it was going downhill. Luckily, this descent turned into a steep
    incline about 5 miles (8 km) down the way, and the train’s speed started to drop. At 3:45am, the train finally lost its forward
    momentum and came to a stop. Alexander the assistant immediately saw his
    only chance to escape. He jumped out of the cab and rushed toward
    the nearest station to report the incident. Good thing he got out when he could because
    the train then started to roll back toward Valya station! Remember, it was now on a pretty steep hill. Naturally, the engineer didn’t apply the brakes,
    so the train rolled another 1 mile (1.6 km) in the opposite direction before it came to
    a halt, this time for good. When the police got to the train at 4:14am,
    they discovered the engineer on the floor, completely out of it. The delusional man was taken to the hospital
    for mental health treatment. It was a shocking diagnosis, given that he’d
    passed his previous mandatory psych evaluation in 2003. Well, in any case, thanks to some fast thinking
    on that station operator’s part, this incident didn’t turn into a catastrophe. Had the train continued its crazed path to
    destruction, it would’ve made it to the town of Tikhvin, population: 60,000. Phew! What a story! But I’ve got another one for you, and this
    runaway train might sound a little more familiar. Ever heard of the “Crazy Eights” incident? It happened on May 15, 2001 in northwest Ohio. Locomotive #8888 (hence the nickname) was
    moving a string of 47 freight cars on the Walbridge – Kenton line. Twenty-two of the cars were full, with two
    of them containing thousands of gallons of an extremely hazardous and combustible industrial
    chemical: molten phenol. If a person inhales or digests this stuff,
    or if it comes into contact with the skin, the consequences won’t be pretty. Things were going smoothly until the train’s
    35-year-old engineer noticed that one switch was strangely misaligned. The man decided that since the train was moving
    quite slowly, he’d have more than enough time to get down, fix the switch, and climb
    right back up into his cabin. But as it turned out later, that wasn’t a
    great plan whatsoever. Before the engineer left the cab, he’d set
    the wrong brake. In other words, he didn’t hit the one that
    would keep all the cars locked in place. But that wasn’t the only problem. When the man had applied the brakes, he automatically
    disabled the dead man’s switch. This switch can cut the engine power and stop
    the train if something were to happen to the operator. But these circumstances wouldn’t have led
    to such a huge ordeal if it hadn’t been for the last, dire mistake. When the engineer tried to switch a special
    brake that would’ve slowed the train down to a crawl, he accidentally set the engine
    not to brake but to accelerate! So, here’s the situation: you’ve got a
    super heavy freight train with hazardous chemicals, one functioning brake that’s certainly not
    powerful enough to stop the whole train, and the only human operator is about to disembark. Hmm, let’s see what happens, shall we? When the engineer got to the ground and aligned
    the switch, he immediately tried to get back on board. But the locomotive was already speeding up. The train dragged the man for about 80 feet
    (25 m) before dumping him on the ground and rolling out of the yard to start its 65-mile
    (105 km) journey. On the one hand, the engineer was luckily
    mostly unscathed. On the other hand, a stray train was running
    south at a speed of 51 miles per hour (82 kph) with no one at the controls! You can imagine the turmoil that started as
    soon as the authorities found out about the runaway. At first, they tried to stop the train with
    the help of a portable derailer, but these attempts failed. Then the police started to shoot at the emergency
    switch, which serves to cut off the fuel supply. That didn’t work either because the switch
    had to be pressed for at least a few seconds before the fuel-starved engine would shut
    down. It was then when dispatchers came up with
    a brilliant idea. Locomotive #8391 would wait in ambush for
    the runaway #8888 to approach. There were two crewmembers on that train:
    engineers Jess Knowlton and Terry Forson. When the two of them saw the speeding runaway,
    the chase ensued. Luckily, Knowlton and Forson managed to couple
    onto the freight train’s rear car and began to slow it down. As soon as the runaway’s speed dropped to
    11 mph (18 kph), engineer Jon Hosfeld, who’d been waiting up ahead, managed to climb into
    the cab and shut down the engine. Later, it turned out that the heat and friction
    had completely destroyed the brakes on #8888 after they’d been in use during the whole
    trip. Even though this incident gave everyone involved
    and the public quite a scare, it did end well. And, boy, talk about teamwork makes the dream
    work! Have you ever heard about any other runaway
    trains? Let me know down in the comments! If you learned something new today, then give
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