Lol! That's what it looks like. I'd do a thorough investigation, putting my hand on the rail, feeling for any cracks or just do a good overall inspection of all the areas where the wheels were hitting. Some workers just gain their work pay without doing proper inspections. Then disaster happens later on.
You understand when you do this for a living, you know what to look for, right? Their track time is limited, he didn't see anything unusual that caught his eye and he moved on. I've inspected freight cars for 24 years. If I stopped and gauged every wheel, every car I'd never get anything inspected. You learn what defects look like and when you NEED to gauge something or do a closer inspection
Thank you for subscribing!!!! What's funny is when I first arrived at the diamonds NS was working on them and then about 15 minutes later CSX showed up to inspect there work. Lol
I maintain the vehicles that run on the tracks up in northwest Canada, the track inspectors job is one of the most stressful jobs on the RR we go through them like car dealers go through salespeople, the hours are horrible ,starting pay not great, mountains of paper work and then you have to deal with your work crew's and make sure all the vehicles the TS is in charge of are in good working order and their maintenance is all up to date ,all our trucks that ride the rails have GPS's mounted in them . Their paperwork must line up with the GPS , If you submit paperwork that you walked 1 kilometer inspecting track the time and date better not match up with your truck parked at a coffee shop. The only other position that I think is worst in new conductors , we go through them like Amway goes through sales reps. Just imagine if there is a derailment on one of the sections that you are in charge of , they pray for a mechanical failure with the train or a mistake buy the loco driver or contact with something on a crossing. Every time he gets in that truck his life and job are on the line and so are many other lives.
I've been to this crossing before to train watch while working out of town and the vertical misalignment you can see in the video doesn't do justice. They keep re- ballasting the tracks which effectively raises one side of the track crossing the other and creates this excess movement and premature wear on components. I'm not saying I have an answer for a fix but it's just what I've observed
If those tracks were *accurately* reballasted by people with the required skills and equipment, there would be no difference in levels at all. And having seen many vids on UA-cam showing the appalling state of tracks in the US, I'm not surprised you get more than 15 times as many derailments per thousand track miles as we do in Britain.
One of our neighbors when I was growing up worked for Mo Pac (now UP) as a signal repairman. He had a section of rail between Kansas City and Sedalia Mo. He did that until he had to retire, he crushed one of his hands in the gears of a cross buck.
@@consisepepper73 We had a i believe a UP derail just south of Las Vegas this week . Not sure what the cause was yet, I guess they still working the site
Maybe this could be re-titled to: Bouncing Through The Diamonds. That has to be hard on the wheels, axles, and suspension. Of course on vehicle roads this is called "Speed Bumps" which is now a normal part of everyday driving. I always thought the diamonds were raised in one direction and lowered in the other to avoid this conflict but apparently this is not one of those diamonds and all directions are on the same plane.
From what I understand from personal observation, and watching UA-cam: This is the more common construction of diamonds. Both lines see heavy traffic. The one I think you are describing are used when the cross track belongs to a less frequently used line.
There's a lot of flex at that connection. The ballast should probably be repacked. A level crossing near where I live had a similar issue and was pumping some serious mud every time a train went by. After a while, there was a gap under the railroad ties. It probably isn't visible at that junction, but it is a good bet that there already is a bit of a gap under.
that sounds even worse at a level crossing where all it could take is some overweight road vehicle to maybe damage the track by bending it in a way that is not up and down like the train does. Along with the fact that at a road crossing if its a region with snow there would be the salt getting under there from the city/county DOT plows.
@@filanfyretracker I'm up in Canada. Between both extremes of temperature, that railway has to deal with rather extreme temperature changes, from plus 30 celcius to minus 30, and it sometime goes above or bellow that. The crossing goes to a series of storage units, so salt is not a major concern. On municipal streets, we only use salt on major roads. The rest of them get sand and gravel. We plow our streets with loaders and graders, and that equipment definitely has enough power in it to rip the raids straight out if the plow gets caught.
Seems like it's been like that as long as i remember (early 80's). It's just a constant break/fix cycle. I've even seen the mud phenomenon you're describing in Marion, too. If it gets too bad, they put a speed restriction on it and send out the maintenance!
Good stuff as usual! A couple of notes on the diamonds at Marion. I was there on 3/4, and that same CSX maintenance guy was inspecting the south CSX track diamonds. He tightened a couple of bolts on the south diamond on the west side. I uploaded a video of it. I was there on 3/11 and the NS CSX diamonds were really taking a pounding. Any idea of how often they are inspected?
In Rochelle, Illinois, there are quad diamonds. The UP and BNSF cross there. The maintenance crews are out there A LOT! It’s nothing to come out to do some train watching at the park, and not have any trains for hours. The welders go to town on those diamonds.
@@dangeary2134 yes one of my favorite cams to watch. The big difference is the diamonds in Marion straight across diamonds and the ones in Rochelle go acrossed at an angle when the wheels hit the diamonds at a angle it's not getting the full effect of the weight of the car at once. This is what I've been told by the crews that work on the diamonds in Marion.
Each time the track inspector patrols over that track it’s inspected, and then once a month by a track maintenance gang that takes measurements and then records them on monthly reports!
All X overs take a pounding, it's the nature of the beast. There's a gap for the flange, and that's the noise you hear, the wheel hitting the rail on the other side of that gap. You'll see welders adding material to that spot where the wheels land, as that gets pounded down over time. They also check and tighten the many bolts that get loosened by the pounding. Definitely a high maintenance area. This pounding also pushes the X overs into the ground, so they try and do all of them at once because they can't raise just one at a time. I saw x overs being replaced and they were setting huge prefab concrete blocks under the X overs to eliminate or at least greatly reduce track sinking.
I've never really understood why America with it's vast amount of space still has diamonds when it's surely logical to build a flyover/under i get you have double high trailers but it's got to be engineerable and enable use of both tracks on a more consistent basis
Depends on the ground/geology too, it might be extremely costly to dig out something like that there. None of the houses in many of those areas have basements because it's such a pain in the ass to dig. It's tough just putting in a fence post in Texas, dig down a few inches and you're already hitting bedrock.
@@boxlid214 and speaking of houses, Regrading the whole railway area to support flyovers could mean having to expand the RR right of way because afaik you need a ton of space to change the elevation of a train because trains do not like hills. And since they are private companies they would need to convince people to sell land. Add to that, lets say one line has to go trench, now due to all the miles of slope it probably needs it means grade crossings now need bridges because no town will let the RR just terminate a bunch of roads. I think the final nail could be, such extensive geo engineering would also eventually shut down four tracks and two different railroads over that area.
In the early 20th century, the city of Marion wanted to do a grade separation project, but it never came to fruition. There is very little natural relief in this area, so there was no way to leverage the terrain effectively.
@The Railroad Tie Spiker it's an hour from me so I head there every now and then. I put up equipment for the winter but getting ready to get back out there
1:00 those two pieces of graffiti that showed thieves. I saw one of those on a well car in deshler Ohio. And I saw one of those on a building in Detroit as well so the person that did this graffiti lives in Detroit.
09:26 If track in that state was in the UK they'd close, and inspect, the entire line until it was fixed. We have preserved railways run by old men with better maintained track than that!!
It’s not the movement, it’s the impact of the wheels crossing the flangeways. When you are near them while a train is crossing, you can feel the impact of every wheel through the ground.
Could you get more information on the diamonds and their components. I don't think that qualifies as an inspection. All he did was identify that they were diamonds. Are these high speed diamonds?
CSX that runs across East and West has a track speed of 30 MPH and NS that runs North and South I know NS only runs East and West has a track speed of 40
Not sure if they are exactly this way now, but years ago, they used a system that had a cast insert on each of the four corners where the rails intersect. The insert is what takes all the abuse and is bolted to the running and guard rails. Each corner literally looked like a diamond shape. You can just make it out at 5:34. Under the rails, the ties were arranged in a square.
How about some video of the local reversing through the city without sounding any horns as the pass? The ones coming from cascade drive. That's an eerie feeling when they don't sound a horn even if they could easily stop if needed.
Who els saw the track lift up dangerously high from the sleepers? At the exact spot the CSX Hi-Railer stops. From what I saw, is this a derailment just waiting to happen... The rails could go from this ._.||.____.||._. , to this ._.\\.____.//._. , at any given moment. I don't think anybody wants another Ohio derailment to happen ever again..
ah, but you see, it's cheaper to just not maintain them and limit speed instead! And who cares if you poison few thousand people, it's not like they're real: it's not like they're shareholders.
At the diamond, there's a small gap to allow the wheels to go through. Train wheels hit really hard on the other side of that small gap. Theses are specially hardened, but there's a real limit to the abuse that they can take, especially from trains that are that heavy.
3:04 That guy is lucky he has a motor vehicle he can drive on the street and the railroad tracks. If I ever own a railroad, I'm going to give my employees hand cars which they will have to be pumping up and down the tracks.
If all the trains went through at the speed of the local and wear that size maintenance would be a lot easier. If anything it's considerably harder so it's a daily necessity. It's not like going to Target and just buying one off-the-shelf
Yes what was funny was when I got there NS was working on them "daily thing they do" and it wasn't much more than about 20 minutes later CSX came up and checked out there work. I wounder if they take turns working on them being they are both there diamonds.
Any right-of-way with a maximum speed above 25 are required a daily inspection ( hi-rail ) per FRA, thats why most short lines are 25…..to operate above 30 2 way telemetry is mandatory….good day~~~
It always amazes me how you can have a train with a huge amount of empties on the front and loaded cars on the rear I know pulling doubles and triples driving semi you never wanted loaded trailers on the rear.
@@therailroadtiespiker has it ever occurred to you that people who are experts in their fields have studied this and have come up with what is acceptable? Literally hundreds of trains across this country blocked by destination go about their business with zero issues. Stop acting like everything is just some random, arbitrary decision. The government forced the railroads to spend billions on implementing PTC, a technology that wasn't ready for full deployment in 2010, but congress mandated anyways as a knee jerk reaction. Is it really a surprise then that railroads were going to leverage that new technology to try and make 1 man crews and enlarge their train sizes to recoup money and leverage that technology to its fullest? The worst thing congress has done to labor was to force the implementation of PTC.
"Crazy fast freight train?" I doubt it was doing any more than 40mph, tops - that isn't even fast, let alone 'crazy fast'!! Quote from Ed Burkhardt, when his company took over the rail freight companies in Britain: (EB) "You run freight trains at *90 mph* in England? WHY?" (reply) "So they don't hold up express passenger trains which use the same lines." The reason that cross-over was getting a pounding was down to one cause - p1ss-poor maintenance.
Sad to think a majority of Americans think they live in the best country in the world 😳, take a look at the infrastructure 🙈and transportation in general 😂…The rail network is like something from the 1950s road transport is like something from the 1970s
@@therailroadtiespiker If you have a poor track tie condition in the diamond area, mud in the ballast, loose bolts, loose spikes, and then the pounding from the train, it takes its toll on the diamond !
Inspector: "Yep, the rails are still here." (returns to truck) "So where do you wanna get lunch today?"
Lol now that funny. Lol
Naked eye says everything ok time for coffee
Lol! That's what it looks like.
I'd do a thorough investigation, putting my hand on the rail, feeling for any cracks or just do a good overall inspection of all the areas where the wheels were hitting. Some workers just gain their work pay without doing proper inspections. Then disaster happens later on.
You understand when you do this for a living, you know what to look for, right? Their track time is limited, he didn't see anything unusual that caught his eye and he moved on. I've inspected freight cars for 24 years. If I stopped and gauged every wheel, every car I'd never get anything inspected. You learn what defects look like and when you NEED to gauge something or do a closer inspection
Didn't look "crazy fast"..Click bait? 10:24
Track Inspector: "Yeaaaaa its a diamond, pretty one too, alright, going to get lunch"
Awesome Video too, just subscribed
Thank you for subscribing!!!! What's funny is when I first arrived at the diamonds NS was working on them and then about 15 minutes later CSX showed up to inspect there work. Lol
I maintain the vehicles that run on the tracks up in northwest Canada, the track inspectors job is one of the most stressful jobs on the RR we go through them like car dealers go through salespeople, the hours are horrible ,starting pay not great, mountains of paper work and then you have to deal with your work crew's and make sure all the vehicles the TS is in charge of are in good working order and their maintenance is all up to date ,all our trucks that ride the rails have GPS's mounted in them . Their paperwork must line up with the GPS , If you submit paperwork that you walked 1 kilometer inspecting track the time and date better not match up with your truck parked at a coffee shop. The only other position that I think is worst in new conductors , we go through them like Amway goes through sales reps. Just imagine if there is a derailment on one of the sections that you are in charge of , they pray for a mechanical failure with the train or a mistake buy the loco driver or contact with something on a crossing. Every time he gets in that truck his life and job are on the line and so are many other lives.
Unreal the stress these are put under! Incredible engineering!
Yes it is
No, it isn't - that 'pounding' is down to CRAP maintenance.
I've been to this crossing before to train watch while working out of town and the vertical misalignment you can see in the video doesn't do justice. They keep re- ballasting the tracks which effectively raises one side of the track crossing the other and creates this excess movement and premature wear on components. I'm not saying I have an answer for a fix but it's just what I've observed
If those tracks were *accurately* reballasted by people with the required skills and equipment, there would be no difference in levels at all. And having seen many vids on UA-cam showing the appalling state of tracks in the US, I'm not surprised you get more than 15 times as many derailments per thousand track miles as we do in Britain.
One of our neighbors when I was growing up worked for Mo Pac (now UP) as a signal repairman. He had a section of rail between Kansas City and Sedalia Mo. He did that until he had to retire, he crushed one of his hands in the gears of a cross buck.
Wow did he retire before UP took over?
Yeah, long time before.
Good to see those diamonds getting inspected because both sets get pounded every day by these big trains.👍🏼
I'm sure Norfolk Southern has stepped up its track inspections.
I have noticed the train seem to be shorter than they were in the past
In Perryville Maryland they’ve been a lot more active in the past 2 years
@@consisepepper73 We had a i believe a UP derail just south of Las Vegas this week . Not sure what the cause was yet, I guess they still working the site
Maybe this could be re-titled to: Bouncing Through The Diamonds. That has to be hard on the wheels, axles, and suspension. Of course on vehicle roads this is called "Speed Bumps" which is now a normal part of everyday driving. I always thought the diamonds were raised in one direction and lowered in the other to avoid this conflict but apparently this is not one of those diamonds and all directions are on the same plane.
I do notice that NS goes a little faster over the diamonds then CSX does not sure why.
From what I understand from personal observation, and watching UA-cam: This is the more common construction of diamonds. Both lines see heavy traffic. The one I think you are describing are used when the cross track belongs to a less frequently used line.
@@JV-pu8kx you are correct both directions receive heavy traffic it's pretty amazing the diamonds hold up
There's a lot of flex at that connection. The ballast should probably be repacked. A level crossing near where I live had a similar issue and was pumping some serious mud every time a train went by. After a while, there was a gap under the railroad ties. It probably isn't visible at that junction, but it is a good bet that there already is a bit of a gap under.
that sounds even worse at a level crossing where all it could take is some overweight road vehicle to maybe damage the track by bending it in a way that is not up and down like the train does. Along with the fact that at a road crossing if its a region with snow there would be the salt getting under there from the city/county DOT plows.
@@filanfyretracker I'm up in Canada. Between both extremes of temperature, that railway has to deal with rather extreme temperature changes, from plus 30 celcius to minus 30, and it sometime goes above or bellow that. The crossing goes to a series of storage units, so salt is not a major concern. On municipal streets, we only use salt on major roads. The rest of them get sand and gravel. We plow our streets with loaders and graders, and that equipment definitely has enough power in it to rip the raids straight out if the plow gets caught.
Seems like it's been like that as long as i remember (early 80's). It's just a constant break/fix cycle. I've even seen the mud phenomenon you're describing in Marion, too. If it gets too bad, they put a speed restriction on it and send out the maintenance!
Good stuff as usual! A couple of notes on the diamonds at Marion. I was there on 3/4, and that same CSX maintenance guy was inspecting the south CSX track diamonds. He tightened a couple of bolts on the south diamond on the west side. I uploaded a video of it. I was there on 3/11 and the NS CSX diamonds were really taking a pounding. Any idea of how often they are inspected?
Thank you.... Every day I'm told
In Rochelle, Illinois, there are quad diamonds.
The UP and BNSF cross there. The maintenance crews are out there A LOT!
It’s nothing to come out to do some train watching at the park, and not have any trains for hours.
The welders go to town on those diamonds.
@@dangeary2134 yes one of my favorite cams to watch. The big difference is the diamonds in Marion straight across diamonds and the ones in Rochelle go acrossed at an angle when the wheels hit the diamonds at a angle it's not getting the full effect of the weight of the car at once. This is what I've been told by the crews that work on the diamonds in Marion.
Each time the track inspector patrols over that track it’s inspected, and then once a month by a track maintenance gang that takes measurements and then records them on monthly reports!
All X overs take a pounding, it's the nature of the beast. There's a gap for the flange, and that's the noise you hear, the wheel hitting the rail on the other side of that gap. You'll see welders adding material to that spot where the wheels land, as that gets pounded down over time. They also check and tighten the many bolts that get loosened by the pounding. Definitely a high maintenance area. This pounding also pushes the X overs into the ground, so they try and do all of them at once because they can't raise just one at a time. I saw x overs being replaced and they were setting huge prefab concrete blocks under the X overs to eliminate or at least greatly reduce track sinking.
I've never really understood why America with it's vast amount of space still has diamonds when it's surely logical to build a flyover/under i get you have double high trailers but it's got to be engineerable and enable use of both tracks on a more consistent basis
comes down to: costs. and a fly over is more costly than a diamond.
Depends on the ground/geology too, it might be extremely costly to dig out something like that there. None of the houses in many of those areas have basements because it's such a pain in the ass to dig. It's tough just putting in a fence post in Texas, dig down a few inches and you're already hitting bedrock.
@@boxlid214 and speaking of houses, Regrading the whole railway area to support flyovers could mean having to expand the RR right of way because afaik you need a ton of space to change the elevation of a train because trains do not like hills. And since they are private companies they would need to convince people to sell land.
Add to that, lets say one line has to go trench, now due to all the miles of slope it probably needs it means grade crossings now need bridges because no town will let the RR just terminate a bunch of roads.
I think the final nail could be, such extensive geo engineering would also eventually shut down four tracks and two different railroads over that area.
In the early 20th century, the city of Marion wanted to do a grade separation project, but it never came to fruition. There is very little natural relief in this area, so there was no way to leverage the terrain effectively.
These diamonds at Marion flex and move sooooo much. It's also deafening to be near.
Yes they do and that's the reason I try to film back away from them because of them being so loud.
@The Railroad Tie Spiker it's an hour from me so I head there every now and then. I put up equipment for the winter but getting ready to get back out there
@@RailroadsPlusOG so cool we'll have too meet up at the depot with Mike N8rbi radio ad and film trains.
1:00 those two pieces of graffiti that showed thieves. I saw one of those on a well car in deshler Ohio. And I saw one of those on a building in Detroit as well so the person that did this graffiti lives in Detroit.
I've seen them on a auto rack before. Now I'm going to look back at my old videos. Lol
Sounds like a track problem not a train problem
09:26 If track in that state was in the UK they'd close, and inspect, the entire line until it was fixed.
We have preserved railways run by old men with better maintained track than that!!
Oh wow! That was a really heavy intermodal train there. How about a 110 100 ton per car coal unit train?
Correct lingo is hy rail, hy railer is a term we never used.
Good too know Ken
Pack some of those timbers to reduce movement might help improve things.
It’s not the movement, it’s the impact of the wheels crossing the flangeways.
When you are near them while a train is crossing, you can feel the impact of every wheel through the ground.
@@dangeary2134 Timbers are still pumping, every bit helps improve the ride.
How is that high speed N and W rail road Detroit district use to run trains at 60 mph over the diamond at milian Michigan
Could you get more information on the diamonds and their components. I don't think that qualifies as an inspection. All he did was identify that they were diamonds. Are these high speed diamonds?
CSX that runs across East and West has a track speed of 30 MPH and NS that runs North and South I know NS only runs East and West has a track speed of 40
Not sure if they are exactly this way now, but years ago, they used a system that had a cast insert on each of the four corners where the rails intersect. The insert is what takes all the abuse and is bolted to the running and guard rails. Each corner literally looked like a diamond shape. You can just make it out at 5:34. Under the rails, the ties were arranged in a square.
@@ryanfitzgerald409 when I'm back over there I'll get better close up of the diamonds
Didn't seem to do much of an inspection.Didn't even get out of the truck on the westbound inspection.
He was in a hurry to go to lunch. Lol
Beds should re-ballasted, those approaches look like trampolines.
How about some video of the local reversing through the city without sounding any horns as the pass? The ones coming from cascade drive. That's an eerie feeling when they don't sound a horn even if they could easily stop if needed.
I'll try catching them I've seen them pass the depot with the caboose on the point before.
I LOVE your intro!
Thank you AJ
How many cans of spray paint are on the sides of rail cars in America?
I think they're all in LA alongside the rails. Lol
So which is it, Marion Indiana or Marion Ohio?
Marion, Ohio I show you the map at the intro of the video. I wish Marion, Indiana could have this much rail traffic. lol
Who els saw the track lift up dangerously high from the sleepers? At the exact spot the CSX Hi-Railer stops.
From what I saw, is this a derailment just waiting to happen... The rails could go from this ._.||.____.||._. , to this ._.\\.____.//._. , at any given moment.
I don't think anybody wants another Ohio derailment to happen ever again..
And a derailment on those diamonds would really hurt the flow of traffic
ah, but you see, it's cheaper to just not maintain them and limit speed instead! And who cares if you poison few thousand people, it's not like they're real: it's not like they're shareholders.
@@666Tomato666 so freaking true kill a few thousand and save a few thousand dollars
Awesome video
Thank you Celio
What does pounding the diamonds mean??
when the wheels hit the Diamonds
At the diamond, there's a small gap to allow the wheels to go through. Train wheels hit really hard on the other side of that small gap. Theses are specially hardened, but there's a real limit to the abuse that they can take, especially from trains that are that heavy.
3:04 That guy is lucky he has a motor vehicle he can drive on the street and the railroad tracks. If I ever own a railroad, I'm going to give my employees hand cars which they will have to be pumping up and down the tracks.
looks like a rail is flexing in one spot-- right about where they stop their truck.
I'll have to check that out.
Nice he got on his hands and knees and took a close look.
Did he?
Anyone notice the sparking flaming bearing pack on the way by in the first couple minutes?
Bearing pack?
If all the trains went through at the speed of the local and wear that size maintenance would be a lot easier. If anything it's considerably harder so it's a daily necessity. It's not like going to Target and just buying one off-the-shelf
Yes what was funny was when I got there NS was working on them "daily thing they do" and it wasn't much more than about 20 minutes later CSX came up and checked out there work. I wounder if they take turns working on them being they are both there diamonds.
Any right-of-way with a maximum speed above 25 are required a daily inspection ( hi-rail ) per FRA, thats why most short lines are 25…..to operate above 30 2 way telemetry is mandatory….good day~~~
@@therailroadtiespiker
I’m sure anytime that there’s track work like raising and tamping the diamonds, that it’s a joint effort!
Those diamond sure are some teeth rattlers!
They cross the one at Deshler fast like that daily look at it on VRF cam .
We got some SpongeBob Square cabs
Yes I see them on the local in Marion a lot.
If they'd limit the train LENGTH to 100 cars ONLY, and distribute the weighty cars around the length of the train.
It always amazes me how you can have a train with a huge amount of empties on the front and loaded cars on the rear I know pulling doubles and triples driving semi you never wanted loaded trailers on the rear.
explain to me what difference 300 cars with one train or 3 trains with 100 cars would have any bearing whatsoever on diamonds or track wear?
@@therailroadtiespiker has it ever occurred to you that people who are experts in their fields have studied this and have come up with what is acceptable? Literally hundreds of trains across this country blocked by destination go about their business with zero issues. Stop acting like everything is just some random, arbitrary decision. The government forced the railroads to spend billions on implementing PTC, a technology that wasn't ready for full deployment in 2010, but congress mandated anyways as a knee jerk reaction. Is it really a surprise then that railroads were going to leverage that new technology to try and make 1 man crews and enlarge their train sizes to recoup money and leverage that technology to its fullest? The worst thing congress has done to labor was to force the implementation of PTC.
@@TheNemosdaddy WOW someone had a little too much coffee this morning.
@@TheNemosdaddy when it comes to track wear yes a 300 car train does put more drag and wear on the tracks especially on curves.
Good video
Thank you Dan
Ur w
Be lucky it didn't derail
That is not a "crazy fast freight"
I don't inspect after I pound it
Lol now that's funny
"Crazy fast freight train?" I doubt it was doing any more than 40mph, tops - that isn't even fast, let alone 'crazy fast'!! Quote from Ed Burkhardt, when his company took over the rail freight companies in Britain:
(EB) "You run freight trains at *90 mph* in England? WHY?"
(reply) "So they don't hold up express passenger trains which use the same lines."
The reason that cross-over was getting a pounding was down to one cause - p1ss-poor maintenance.
Sad to think a majority of Americans think they live in the best country in the world 😳, take a look at the infrastructure 🙈and transportation in general 😂…The rail network is like something from the 1950s road transport is like something from the 1970s
So true
yup send it
poor track condition, the reason the US doesn't have High Speed rail, would cost $billions, to upgrade tracks for high speed use
Us also hails freight which other countries dedicate rails to passengers. Would you rather have trucks all over the roads?
@@mikec6347 sounds like they'd have to run parallel tracks, 1 freight, 1 passenger...thus the $billions in infrastructure
OMG I live in Vegas and I'm so tired of hearing high speed rail from Vegas to LA> they been talking this since the 90's
I lived off of Ann road back in 1997 to 2010 I hated Vegas more very day I lived there. lol
@@therailroadtiespiker Well. Its better than living in Chicago.
It's good for the high rails to inspect the tracks, I see that alot when filming!🛤🚂
That diamond needs to be tamped up it's super low but hey fuk it not my company I just work here
Is that why it sinks when the trains go over it?
@@therailroadtiespiker
If you have a poor track tie condition in the diamond area, mud in the ballast, loose bolts, loose spikes, and then the pounding from the train, it takes its toll on the diamond !
Pounded harder than a $2…nevermind.
Lol
I can smell what it is alluding to