Browsing Tag: Trains

    Pakistan Electric Railway journey 2019
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    Pakistan Electric Railway journey 2019

    November 17, 2019

    I’m traveling in Pakistan by train at last, I found active Mini Electric Locomotive, today Train journey on Pakistan’s last Narrow gauge electric railway line in Khewra salt mine. annually More than 200,000 Foreigner and local tourist visit Khewra Salt mine and many of them travel on it. PMDC extra charge 100 rupees for Train journey in Mine. Complete detail in my next video Khewra Salt Mine. Like, Share and Subscribe for More Videos. Tarar Support

    RIT on TV: Tiger Tracks Model Train Show – on TWC
    Articles, Blog

    RIT on TV: Tiger Tracks Model Train Show – on TWC

    November 17, 2019

    Anchor>>Rochester’s largest toy train event
    — RIT Tiger Tracks Train Show and Sale is drawing train enthusiasts to the Gordon Field
    House to see dozens of vendors and several train displays. The show has been the primary
    fundraiser for the RIT Model Railroad Club, the proceeds help the club to repair and add
    to their layouts which are on display during the event. They have put this show on for
    10 years, this year being the biggest show yet, with more vendors and layouts than ever.
    Otto>>People love to come here do a little shopping for themselves or get gifts for their
    friends. The kids love seeing the trains, there’s so many different trains to see here.
    We have trains for kids to play with as well. And there’s trains of all different sizes,
    there Thomas there’s Lionell, there’s all sorts of toy trains. So people get ideas for
    what they want to buy and bring home and maybe start their own model railroads.
    Anchor>>The train show continues tomorrow. It’s free for RIT students, alumni, faculty
    and staff with i.d. Admission for others is $5, $3 for seniors and free for children under

    GE Genesis Locomotives: Train Talk Ep. 22
    Articles, Blog

    GE Genesis Locomotives: Train Talk Ep. 22

    November 17, 2019

    Hello everyone and welcome to Train Talk! In this episode, we will be taking a look
    at General Electric’s “Genesis” Series of locomotives. We’ll talk about the three different Genesis
    locomotives designed and built by General Electric, the history behind them, as well
    as what the future will bring for these locomotives. But before we get any further, what is the
    General Electric Genesis? The GE Genesis, also originally called the
    AMD-103, is a series of diesel-electirc Passenger locomotives built by General Electric Transportation
    between 1993 and 2001. They were designed for Amtrak to replace the
    F40PH locomotives previously used on both long distance and corridor trains. Genesis locomotives feature a light weight
    “monocoque” body. This means that the body’s shell is used
    as part of the locomotive’s overall structure rather than just serving as a covering for
    the locomotive’s internal parts. As a result, the Genesis locomotives had great
    fuel savings over older locomotives. The Genesis is unique in that it was the first
    passenger diesel locomotive designed in several decades to use a completely new frame rather
    than just borrowing a design from a previously built freight locomotive. In height, the Genesis measures just 14 feet,
    4 inches. One of the requirements Amtrak made when looking
    to replace their tired F40 locomotives is that any new locomotive ordered must be short
    enough to meet low clearances in tunnels in the north eastern United States. As a result, the Genesis became one of the
    shortest North American diesel-electric locomotives ever built. Let’s take a minute to review the different
    Genesis locomotive types and model numbers. There were three different locomotives built
    as part of the “Genesis” series: the P40DC, the P42DC, and the P32ACDM. The P40DC and P42DC are both DC traction diesel
    electric locomotives and have 16 cylinder engines while the P32ACDM is an AC traction
    diesel electric or all electric Dual Mode with a 12 cylinder engine on board and a 3rd
    rail electrical pickup. As built, the P42DC and the P32ACDM both had
    a top speed of 110 miles per hour while the P40 only had a top seed of 103 miles per hour. Later on, the P40s were upgraded to reach
    a top speed of 110 miles per hour to match the other diesels in the Genesis series. Externally, these locomotives all look very
    similar. The P32s are the easiest to tell apart because
    they do not have a door on the rear locomotive. They also have slightly larger air intake
    grills on the sides of the locomotive. Now, let’s look at the model numbers. First is the P40DC. P indicates that this is a passenger diesel,
    the 40 for 4,000 horsepower, and DC for DC traction. The P40 was also referred to as the AMD-103
    meaning Amtrak Monocoque Diesel geared for a top speed of 103 miles per hour. Similar to the P40, the P in P42DC indicates
    that this is a passenger diesel, 42 is for 4,250 horsepower, and DC is for DC traction. The P32ACDM is similar to both the P40 and
    the P42 except that the 32 stands for 3200 horsepower, the AC means that these locomotives
    use AC traction instead of DC, and the DM means that these are dual mode locomotives,
    able to run either off the locomotive’s diesel engine or from electricity through
    the electrical third rail pickup. The Genesis series of locomotives was designed
    at the request of Amtrak. In the late 1980s, Amtrak was starting to
    look for a locomotive to replace its well used F40PH. During the late 1980s and early 1990s, several
    demonstration locomotives were tested by Amtrak manufactured by both General Motors’ Electomotive
    Division and General Electric. Eventually, Amtrak selected GE to build the
    new locomotives. Amtrak first purchased 20 P32-BWH “Dash-8”
    locomotives from General Electric to fill the gap while the new locomotives were still
    being designed. The Dash-8 was a freight locomotive that was
    regeared to run at passenger speeds. It was also able to provide electrical head
    end power for the passenger cars. The dash-8’s were delivered to Amtrak starting
    in 1991. Shortly after, a final design was chosen for
    the new AMD-103 “Genesis” locomotive. An order for 44 P40DC locomotives began arriving
    in 1993. These locomotives were placed into service
    on long distance Amtrak trains. Following this, Amtrak took delivery of 10
    P32ACDM dual mode locomotives in 1995 with another 8 arriving in 1998. These were built to replace Amtrak’s  40
    year old FL9 locomotives on New York State corridor trains out of Penn Station. During this time, some minor changes were
    made to the design of the P40DC, resulting in the P42DC. Amtrak purchased 207 P42DC locomotives, which
    were built between 1996 and 2001. The new P42DC was used on Amtrak corridor
    and long distance trains all across the country. Other than Amtrak, two other railroads purchased
    Genesis locomotives. The New York commuter agency Metro North purchased
    31 P32ACDMs between 1995 and 1998 to replace aging FL9 locomotives and VIA Rail Canada
    purchased 21 P42DC locomotives in 2001 to run on corridor trains out of Toronto and
    Montreal. In all, 321 Genesis locomotives were built
    between 1993 and 2001. Starting in the early 2000s, Amtrak began
    withdrawing the fleet of P40DCs from active service, stating that they were surplus locomotives. In 2005, 8 P40s were leased and eventually
    sold to the Connecticut Department of Transportation or ConnDOT for use on commuter trains. Two years later, 4 more P40s were sold to
    New Jersey Transit. These would also later be sold to ConnDot. In 2009, after spending between 5 and 10 years
    in storage, 15 P40DCs were overhauled and returned to Amtrak service as part of the
    American Recovery and Reinvestment Act. The 17 other Amtrak P40s remained in storage,
    some serving as a parts source to repair locomotive trucks on the active P42DC fleet. The genesis locomotives are now close to or
    in many cases over 20 years old and all are nearing the end of their useful service lives. So, what’s next for these locomotives? In late 2018, both Amtrak and VIA Rail announced
    plans to begin replacing their fleets of P40 and P42DC locomotives. Both railroads have chosen Siemens SC-44 Charger
    locomotives to replace the Genesis series. VIA is purchasing full train sets built by
    Siemens to replace P42s and passenger cars used on corridor trains in eastern and central
    Canada while Amtrak is only purchasing new locomotives at this time. The base Amtrak order is for 75 locomotives. However, it is likely that this will be increased
    in order to replace the entire fleet of P40s and P42s. For the time being, the Amtrak P32ACDMs will
    continue to run on trains in New York state, as these locomotives are in the process of
    a small rehabilitation program. The Connecticut Department of Transportation
    is planning on overhauling all of its second hand P40DCs from Amtrak and will likely continue
    to use them for a number of years. Metro North’s fleet will also likely keep
    rolling on for a while, although Metro North has also expressed some interest in purchasing
    new Charger locomotives. So, with replacement now underway, what lies
    ahead for the Genesis? At this point, it’s too soon to say for
    sure. Amtrak recently sold off its P40 locomotives
    that had been sitting in storage for 15 years and it is likely that these locomotives will
    be returned to service. There is a good chance that some of the P42s
    and P40s that are still in Amtrak service will also be sold to a different railroad
    once they are retired. One of the problems with these locomotives
    is that their monocoque body design makes any major repairs quite difficult and expensive. For this reason, the oldest and most tired
    locomotives in the fleet will more than likely be scrapped and parted out. The fleet of Via P42s will also likely be
    sold off. Since these are newer locomotives than most
    of the ones from Amtrak, there is a chance that some of these will also find a home with
    a new operator. The GE Genesis series of locomotives has been
    the backbone of both long distance and intercity train travel in the United States for over
    two decades. Now, as these locomotives live out the last
    years of their useful lives, it seems almost certain that the Siemens SC-44 Charger will
    be their successor in this role. Whatever may lie ahead, the General Electric
    Genesis has served travelers all over North America well as another chapter closes in
    the history of passenger rail. Thank you for watching this episode of Train
    Talk! If you have any comments about this or any
    future episodes of Train Talk, please leave those in the comments section below. For even more video and photo content, be
    sure to check out my pages on Facebook, Instagram, and Flickr. Until next time, I’m Mike Armstrong. I’ll see you down the line! Thanks for watching.

    Tunnel Vision: Man Builds Million Dollar Model Railway
    Articles, Blog

    Tunnel Vision: Man Builds Million Dollar Model Railway

    November 17, 2019

    HOWARD: It’s a hobby, people have hobbies. This happens to be mine. COMM: This Maryland basement is home to one man’s lifelong passion. HOWARD: I am proud of it, definitely an addiction. COMM: Covering almost 3,000 square feet, Howard Zane’s huge handcrafted model train land
    is renowned as one of the finest in America, and could be worth a staggering amount of
    money. HOWARD: I would say probably around 2 million. But I hate to do that, ‘cause I really don’t
    know, I couldn’t price it. It’s hard to say. COMM: And while it’s the love of his life, thankfully, his third wife doesn’t mind. SANDY: I fully support it, and the best part of all is I always know where Howard is. He
    is always in the basement, he is not out at the pubs or the bars, he is working on his
    layout, and having a great time, so I think it’s a great hobby. It could be worse. Even
    if he is a trainoholic, that’s perfectly okay. COMM: The 77 year old began work on his Piermont division layout 30 years ago when he retired,
    and went into business selling his custom made scale buildings and trains. HOWARD: It looks like it’s very expensive but 90% of the buildings are scratch build,
    which means they are not kits, so my material cost let’s see for a building like this
    over here would probably be less than $25. So now if these were kits or I had somebody
    build it or I also build professional layouts for other people, I did, I am retired from
    that now. A layout of this size would cost around 3 million dollars. I can’t put a
    dollar amount on this because as I said everything, most of this stuff is scratch built. The only
    thing of value are the locomotives. COMM: The huge layout features around 1,400 feet of tracks, equivalent to 23 scale miles.
    And it takes an hour to complete one circuit. HOWARD: Just about everybody on this planet has some kind of an affinity or liking of
    trains; some carry it out a little further than others like myself. My inspiration was
    my father. I did my first train layout at age 3, so it was in my blood. COMM: Howard’s friends have been a big help. FRED: I bring groups down here quite often, and people jaws just drop to the floor as
    soon as they walk down the steps and they see what’s here. SCOTT: And experience it in person, it blows those expectations away, I mean it’s remarkable
    the amount of passion that I think it conveys that Howard has for this hobby, it’s inspirational. JAN: He is probably here 24/7. He will wake up in the middle of the night and want to
    build something, and he has done this. COMM: But his obsession with model railways has had affect on his love life. HOWARD: My first wife was, the trains were competition for her at times, she didn’t
    quite understand. My second wife, she thought I should be more serious. So it’s…it got
    to be a problem after a while. Sandy is an artist. She is a fiddle player, and she understands
    art, and she understands thoroughly why I am down here playing with this thing or building. SANDY: I have a wing of the house for my own which is Howard has trains everywhere else.
    In fact you will see trains going around the kitchen, the dining room, the living room,
    everywhere else. But I do have my own space. COMM: And although his railways might expand in the future, size isn’t everything. HOWARD: I just want to maintain a certain level of quality. If I were to expand, it
    will bring it up to 4,400 square feet, it’s one of the largest in the area. SANDY: He certainly talks about having a train under his pillow at night. I think if he could,
    he would. But we don’t go that far. Question is whether Howard has some psychological obsession
    or impairment and…possibly but it’s a good one.

    Learn about Shapes with Shawn’s Roller Coaster Adventure! (Learn 15 2D and 3D shapes)
    Articles, Blog

    Learn about Shapes with Shawn’s Roller Coaster Adventure! (Learn 15 2D and 3D shapes)

    November 17, 2019

    Lower the PYRAMID. And now the CONE. Good job! We need a CUBE and a CUBOID for our foundation. Oh, hi! Look, we are building a giant roller coaster. Do you want to help us? Here comes Benny with shapes. Benny brought us flat, two dimensional shapes. Let’s unload his wagons. CIRCLE, OVAL, TRIANGLE SQUARE, RECTANGLE, RHOMBUS PENTAGON, HEXAGON, OCTAGON Thank you, Benny Donald brought us heavy 3D shapes.
    You can look at them at any angle. Let’s see what 3D shapes we have SPHERE CUBE CUBOID CYLINDER Wow! This is a construction site.
    Be very careful! PYRAMID CONE Thank you, Donald. And now let’s finish one of the towers. We’ve already installed: CUBOIDS CUBES CYLINDERS And 2D shapes: CIRCLE OVAL TRIANGLE SQUARE RECTANGLE RHOMBUS PENTAGON HEXAGON And OCTAGON We still need to install: SPHERE, PYRAMID, CONE. Oh, no! That SPHERE is too small! Let’s try a bigger SPHERE PYRAMID and CONE Well done! Another section is built.
    Soon kids will enjoy this roller coaster. No! We haven’t finished the roller coaster yet! Help me finish that section. We need CUBOID CUBE and CYLINDERS Now let’s reinforce with these 2D shapes: CIRCLE, OVAL, TRIANGLE, SQUARE, RECTANGLE, RHOMBUS Ok, crane… Ah, oh! Aaaaah!!! That’s fast! Aaaaah!!! Lower the section, crane! We still need PENTAGON, HEXAGON, OCTAGON SPHERE, PYRAMID and CONE That was a cool ride! Thanks for helping me build the roller coaster!
    Now you know 2D and 3D shapes!

    Railway Journey Kotri To Sehwan Sindh Pakistan Traveling by Train
    Articles, Blog

    Railway Journey Kotri To Sehwan Sindh Pakistan Traveling by Train

    November 17, 2019

    Traveling Pakistan, Today Journey on Pakistan Railway’s Train Mohenjo Daro Passenger from Kotri junction to Sehwan Sharif in interior Sindh, Kotri Station was opened for public 13th May 1861. It is among the oldest Railway Station of Pakistan. Kotri junction Railway Station is in Jam Shoro district near Kotri barrage on Indus river. Kotri junction connects Pakistan Railways mainline 1 and 2. Our journey is on Mainline 2. Kotri to Sehwan distance is almost 140 km. along the railway line mostly rural area of Sindh provinc Main Railway Stations on Railroad are Sindh University, Cadet College Petaro, Unarpur, Budpur, Khanot, Gopang, Man Jhand, Sann, Amri, Laki Shah Sadar, and Sehwan Sharif. Three trains are running on its route, Bolan Express, Khushhal Khan khatak express, and Mohan Jodaro passenger, Mohan Jodaro Passenger runs between Kotri and Rohri junction via, Sehwan, Dadu, & Larkana. Mohenjo-Daro is an archaeological site Near Mainline 2, Built around 2500 BCE, it was one of the largest settlements of the ancient Indus Valley civilization and one of the world’s earliest major cities,


    How do we build new railway lines? (Britain’s Digital Railways)

    November 17, 2019

    Wonder why we’ve stopped?
    “We’re sorry for this delay. A train in front has broken down and because we don’t
    yet have the capability to teleport, we won’t be on the move until they are on the move!”
    Bad times! Shame we can’t take a short cut! Or teleport!
    As the railway network has a limited number of routes and lines, when a train breaks down,
    it affects lots of other trains. What about building more track. More train
    lines would mean more space for everyone! Simple.
    Building new lines is certainly a solution to the problem. But building new lines takes
    a long time to plan and build, and are expensive. New lines might include building a flyover
    at key junctions to remove a bottleneck. This will help speed up journeys as trains would
    not have to wait their turn at the signals. Or it could be building new lines between
    cities to help passengers and freight get around more quickly, like the high speed line
    linking London with the Channel Tunnel, and that proposed to link London with the North.
    Building new lines frees up space on the existing lines so that more local trains could run,
    picking up passnegers at towns along the route. The extra space also helps more freight trains
    to run, taking lorries off the roads. But its not just new lines across the country
    that would help. New underground and tram lines help people get to work in large cities
    and shopperx to get into the high streets. But how do we know where to put these new
    lines? It takes some careful planning. After all
    no one wants a railway line going through their school or house – and there are protected
    habitats where building just isn’t allowed. The landscape affects how new lines are built
    – and if they can be built at all. High speed trains can’t run super fast around
    tight corners or go up and down steep hills. Viaducts and tunnels can be used to get through
    these obstacles but they cost a lot more money than surface tracks and many places aren’t
    safe for tunnelling because of flooding or the vibrations that the underground trains
    will cause to buildings in the area. And with new lines there will be new stations,
    which need over 1km of straight level railway. There may be differing opinions about where
    to place these stations – in the middle of a town so they’re easy to get to using
    other public transport, or outside a town so there’s less disruption to residents
    but more cars on the roads as people drive to the new parkway stations? As you can see
    planners have a lot to think about. A wide range of people are involved in planning
    where new lines will be built. Transport modellers look at how people the railways and try to
    predict how this will change in the future. Then there are are lots of different types
    of engineers who’ll be involved. Some are civil engineers who understand how railways
    lines fit around existing buildings. Others are geotechnical engineers – specialists in
    things like tunnelling. Hey! Looks like things are moving again.
    Finally! Now if they just put some effort into cracking
    teleportation we’d be there even more quickly. Yeah, Bex, like that’s gonna happen…

    Railway Journey Sehwan to Dadu & Larkana Sindh Pakistan
    Articles, Blog

    Railway Journey Sehwan to Dadu & Larkana Sindh Pakistan

    November 16, 2019

    Traveling Pakistan by train, In this video journey from Sehwan Sharif to Larkana my journey is almost 170 km on Pakistan Railways 213 up Mohenjo Daro passenger train on Kotri Attock main Railway line 2. Sehwan is well known for the Sufi saint Shahbaz Qalandar’s Shrine. The train is passing through three districts Jam Shoro, Dadu and Larkana. Railway Stations on its route are Sehwan Sharif, Bubak Road, Bhan Sayadabad, Khudaabad, Dadu, Phjlji, Piaro Goth, Rehmani Nagar, Balishah, radhan, badah, Mohengo Daro, Bakrani road and Larkana. Main crops are wheat, rice, cotton, sugarcane, maize.barley, gram, pulses and oil seeds, Larkana is the headquarters of Pakistan People party. my worst experience, in Dadu and Larkana in Sindh and Sariab Road Quetta Balochistan. Children hit the stone on the train be care full and shut down the window if you are traveling by train in these cities.


    Pakistan Railway Journey Jhelum To Rawalpindi Travel by Train 2019

    November 16, 2019

    I am traveling Pakistan by train, in this video, my journey in Potohar Plateau of Punjab From Jhelum to Rawalpindi Jhelum is one of the oldest districts of Punjab It was established 23 March 1849 Now, over 1.2 Million population Pakistani trains are running late these days. 101 up Subak Raftar Takes 2 hours to reach Rawalpindi It runs between Lahore and Rawalpindi

    The Railway At War – 1914-18
    Articles, Blog

    The Railway At War – 1914-18

    November 16, 2019

    100,000 employees enlisted into the armed forces
    during the First World War and of that, roughly 20,000
    were killed. The First World War was the
    first real sort of industrialised, mechanised, mass,
    industrial conflict and as part of that, it was the first
    major conflict that really utilised the full kind
    of range of possibilities of the railways. Most of the main
    railway stations in London were hugely symbolic
    as a kind of location of parting for soldiers
    and their loved ones. The most significant stations
    were Waterloo for transit through Southampton
    docks, and Victoria for Folkestone and Dover. For many people, they were the final
    frontier for the war. That was where you went to wave
    off your loved ones and it was where you
    saw them come home. Women were absolutely vital to
    the functioning of the railways during the First World War. Actually before the war started,
    there was a female contingent as part of the workforce of the railways. There were about 13,000 women but that expanded massively. That opened up a number
    of new roles for them in different areas they hadn’t really worked in before, such as manning the stations, ticket offices, ticket collections and in some cases,
    becoming guards. Another role that they took
    was engine cleaning, which sounds very
    mundane, but it is, in fact, a very important role. Without them taking on the
    roles that were left vacant by those that enlisted, the
    railways wouldn’t have been able to provide the continuity of
    service and the flexibility of service that they did. Around 1912, they started designing the ambulance trains in secret, which meant that the first ambulance trains were rolling into Southampton, ready for action 18 days after the outbreak of war. Ambulance trains made the journey
    home a lot quicker. There was an account of men who were injured, first thing in the
    morning in France one morning, being back at Charing Cross
    by 2:15 in the afternoon. On one of those huge trains, the grunt work was done by orderlies who were quite
    often untrained, very young and they would be doing
    things like changing dressings, cleaning out the train,
    serving the dinners. The vast majority of people who
    travelled on ambulance trains, particularly in the UK, would
    have survived the journey because you weren’t put on board if there was thought to be any risk. There were rudimentary
    operating facilities on board, so that staff could do
    emergency procedures to stem the flow of bleeding
    before passengers were taken to a proper hospital. We think that there were only
    about four people died on board ambulance trains in the UK,
    which is such a small number when you think that 2.7 million men travelled by ambulance train. The refreshment stands
    at mainline stations were quite sort of indicative of the
    wider war effort, particularly in the beginning of the war,
    where there was a huge sort of groundswell of voluntary
    activity to help support troops. All of the main railway
    companies erected memorials at a lot of the main stations.
    They’re still there today. They still act as a sort
    of a massive source of kind of public memorialisation. Obviously, with
    poppies and wreaths left there on the 11th of November for Remembrance Sunday. Many of the railway families –
    there’ll possibly be many generations of people
    working for the railways and therefore, they will have
    lost several generations during the conflict.