Are train tracks standardized across rail line operators and/or internationally?

How much variance in track width can a train handle before it encounters problems?

A quick search found this. Hopefully helpful.

https://en.wikipedia.org/wiki/Standard_gauge

Variable gauge rolling stock does exist for use in countries that do not follow the same standard.

https://en.wikipedia.org/wiki/Variable_gauge

If you want to learn a lit about trains and all things to do with trains check out the B&O Railroad Museum in Baltimore. Very interesting and educational place.

Hmm. How tight are the tolerances? Would .5 inch of gauge difference make a difference to the train?

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Would .5 inch of gauge difference make a difference to the train?

I am guessing no. There has to be some tolerance and I'm sure there must be some rail drift over time due to weather, wear, age, etc.

Car wheels only have a flange on the inside as I recall. That alone would account for some misalignment.

Correct, the flange is only on the inside of the wheel. I wasn't in the track department when I worked for the RR so I can't comment on how much of a margin of error they're given, but i did know they had gauge meters to show if they were the correct width or not.

The wheels are the same width of the top of the rail, so there isn't a huge margin of error before the train falls into the gauge, which has happened to me before.

As Ryan noted standard gauge in the US is 4' 8.5". That gauge is kept pretty tightly in spec by the tack department. Wear on both the rail and the wheel flange does allow for some tolerance between the two, but there are minimual condemnable specs for both.

This might help a little (or not).

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Originally posted by ryan81986:

The wheels are the same width of the top of the rail, so there isn't a huge margin of error before the train falls into the gauge, which has happened to me before.

What do you do with the train when that happens?

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Originally posted by Aeteocles:

quote:

Originally posted by ryan81986:

The wheels are the same width of the top of the rail, so there isn't a huge margin of error before the train falls into the gauge, which has happened to me before.

What do you do with the train when that happens?

Jack it up

We repair hydraulic train jacks for one of the major train lines. 100ton plus jacks. They wheel them out to the site, position them under and jack the train up. It's pretty impressive to see a jack the size of a power washer lift that kind of weight.

quote:

Originally posted by Aeteocles:

quote:

Originally posted by ryan81986:

The wheels are the same width of the top of the rail, so there isn't a huge margin of error before the train falls into the gauge, which has happened to me before.

What do you do with the train when that happens?

Rerailers, oak blocks and wedges...if that fails, call RJ Corman




Link to original video: https://youtu.be/eHmIHjj4Uis

When you have 3 engines at the front pulling and two at the back pushing, is there someone in the back two operating or are they linked to the front.

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Originally posted by fischtown7:
When you have 3 engines at the front pulling and two at the back pushing, is there someone in the back two operating or are they linked to the front.

They are linked to the lead locomotive.

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Originally posted by Bisleyblackhawk:

quote:

Originally posted by fischtown7:
When you have 3 engines at the front pulling and two at the back pushing, is there someone in the back two operating or are they linked to the front.

They are linked to the lead locomotive.

Thanks, just something I always wondered about.

They are linked by radio telemetry from the lead unit...back in the 80s there was a "radio car" that was linked to the rear or middle locomotive (it looked like a doorless boxcar)...now technology allows the locomotives talk to one another without the radio car.

Kind of an overview...

https://en.m.wikipedia.org/wiki/Locotrol

Just noticed this this week, 2 unusual things.

I used to work right beside the line from Nashville to /Chattanooga. And still live near the track. So I observed them a lot. They always had multiple engines but they were always all on the same end. Used to see a lot of coal by not so much for a while.

But this week I saw something I hadn't seen in a while. An entire train of coal and nothing but coal. 150 cars long (yea, nothing better to do than count them while waiting LOL)

Also... 2 engines were in front and a third exactly in the middle. 75 cars on either side. Coincidence?

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An entire train of coal and nothing but coal.

MAGA!

quote:

Originally posted by fischtown7:
When you have 3 engines at the front pulling and two at the back pushing, is there someone in the back two operating or are they linked to the front.

This is called DP or distributed power locomotives. As Bisley mentioned they're linked via radio to the lead locomotive. All new(er) locomotives have computer screens that the engineer can set to see what his DP power is doing. Using these screens he can also control his DP locomotives independently from this headend locomotives.

For instance, going up and over the crest of a hill he may want this headend power to be braking on the downhill side while his DP power is still in throttle pushing the rear of the train up and over the hill.

Also, DP'ing a train allows you to run heavier loads with less HPT (horsepower per ton). In a conventional setup you may need 1.4 HPT lets say. But, if you DP the train you might only need 1.1 HPT. A lot of it has to do with the makeup of the train (where the heavy cars and light cars are in the sequence), the terrain it will be traversing, and drawbar limits (how much force the couplers/knuckles on the end of each car can withstand).