Urgh. Sydney Trains could learn a thing or two from this. This would take them 10 years, 4 different government changes, 3 transport ministers to decide how and when it would be done, a cost blow-out of in excess of tens of millions of dollars, and when it was eventually completed, they'd celebrate and announce it like they'd re-invented the wheel, only for something to go spectacularly wrong a few months later and for them to have to dig it all back up and start over again.
Barnzey000: To our Austrailian friends -- Oh yes, in the US we have frequently done things the inept way you described. That's why this diamond replacement video is special. The project was done effeciently for once!! I don't know what happened!
It shows me that core of your business is to make all your best in order to make your cargo arrive to its destinations on time and safely. Great video!
Those diamonds (level crossings) are notoriously maintenance intensive too because of the multiple flange gaps in the rails. So replacement has to happen more often than you would think!
I mean I knew the diamonds were probably a pain to keep in good shape but wow! If I'm right by this assumption faster Amtrak trains go through there too (judging by their speed in the time-lapse) so wouldn't that kind of make things worse?
Austin Brodzinski well funny thing... I used to live by this diamond, and they incorrectly reported what it was. They actually replaced the diamonds between the UP Northwest Line(ex-CNW) and the UP New Line (ex-Milwaukee). The North Central Service travels on the other tracks (not seen here) and has its own diamonds that cross both of these lines as well. To answer your curiosity, no Amtrak trains go through here. Never have. The UPNW is for Metra and 3-6 freights & locals weekly to Janesville, WI. The UP New Line sees no passenger service of any kind. The North Central Line (now CN, ex-Wisconsin Central) is Metra's newest service, but has a hodgepodge of all sorts of traffic. Copy and paste these coordinates into google maps to see what diamonds where replaced and where the camera was. Then you can see another track off to the right, That one is the NCS. 42.0465654, -878990833
It will cost A LOT more. Check out the map link. Trains don't do hills very well, if you want an overpass you'll have to redesign the surrounding roads too.... assuming it's even possible.
Near my hometown there was a double track diamond and the whole railyard was one of the biggest in the area. Still they had forgotten that sometimes trains had to go a left hand turn so they had to pull the sets to my hometown to change direction. Everything is rebuilt now due to high maintenance costs on the diamond. It is a cool thing to have on a model railroad though.
This video is proof of why the the 11'8" bridge cannot be raised. So much time and effort went into making sure this single intersection for trains was done in 48 hours, and there wasn't that much compared to the 11'8" bridge. Shutting down a mainline bridge for a week or more to raise it at least a mile in both direction is not a smart or cheap idea. Thanks for the video, UP.
Gen15 here you can see how the Germans replace a train bridge in 4 days with a prebuild bridge. ua-cam.com/video/R4ca9xVYJqk/v-deo.html And here you can see how the Dutch add a tunnel under a highway in one weekend. ua-cam.com/video/btOE0rcKDC0/v-deo.html In both occasions, there are way less than 2000 people on scene. But it is all a matter of costs. Are the extra costs for the people worth the decrease in the building time compared to the costs for not being able to use the track or road during the building phase.
In the case of the 11'8" bridge, not only does the bridge have to be raised(or rebuilt/prebuilt), the grade of the track has to be adjusted for at least a mile on either side, or even more. That is not a weekend job. Maybe a week, but definitely not 2 days.
Well it would be hard to build a bridge in this case because they have station right next to each other right across the diamond. So, there wouldn't be enough space for the rail to get raised high enough for clearance and for a train to be able to get up the bridge with no problem. Also including the roads and this is right outside of Chicago so it would be even harder. So, they would have to build the bridge around buildings and they would have to make the bridges high enough for clearance but the grade would be so steep that the trains would slip back down. All this would also have to occur very quickly so that the trains don't get backed up and stuff still gets shipped down to the right places. So, no, he isn't stupid. You are stupid for calling people names before reading facts.
I do like the fact that they keep one track available for passenger trains while replacing the other two tracks, In the UK its pull the lot up and close the track down for a couple of days and bus everyone between stations
Now that was just fascinating. From 1:10 on, I backed up, and set the speed at 0.5, because I wanted to see the train traffic that was already resuming passage even while there were obviously hours of construction left to finish.
You know, with all the effort thats going into making things now a days, with the geo webbing and the emphasis on drainage. As well as rot resistant materials in our houses, you get the feeling that the stuff we make now is going to last for a really really long time.
M are me think. There used to be five separate Railroads that crossed an interlocking plant at Griffith, Indiana. The EJ&E, the Erie, C&O, Grand Trunk Western ant the Michigan Centeral. They had a Crossing Guard with a hand held STOP sign besides the ghates.
In Germany it takes about 8 Months. They are working from 9AM to 2PM every four days. During this period trains are taking something like 120km detour. Kein Problem!
sooo , why can we not repair a highway this quick ? i mean , for instance , here in New Hampshire , it's taken them damn near 10+ years to expand I93 between Exit 5 (Derry/Londonderry) to the state line of NH/MA (roughly 12-15 miles). And other projects such as Massachusettes I-90 Exits Toll booth removals and taken almost 2 years to tear down toll booths and re-pave the exit ramps. i swear , they need to hire these guys , they get shit done !! A+++ Job guys
Looks like a time-skip, it goes from light to dark in a single frame so I'm guessing that they did all the works same as the others but thought that there was no point including it all again in the same video.
So, essentially, the goal of the workers is to rebuild the diamond but also do it without disrupting passenger trains. That's why day 1 did the inbound and center track, and day 2 was for the outbound track.
Interesting to watch, I also work in Railroad construction, but in Europe, and we use more specialized vehicles and equipment. Then again we never did build a 5 rail crossing.
Very impressive - but I didn't think much to the safety provisions for the on-site workers. Trains appeared to zip thru without any barriers, etc. Of course, they probably crept thru, but you can't tell that from the time-lapse photography. Anyone know how fast they would have been travelling?
Tried applying to UP. It didn't happen. Month of May is the time that I can reapply for the Track Laborer position. If its open at that time. Being a trailer/chassis mechanic isn't really my cup of tea. Especially when you work at a UP rail-yard for a different company. Pay and benefits are good but I guess I just don't enjoy the mechanical work as much as I thought I would. I'd rather go work on the track. Get some welding experience, since that's what I'm going to school for. Let alone the opportunities that UP has. I done goofed up when I applied. I didn't have a reference when I applied. I mean I had my uncle-in law who works for UP in Proviso, IL but I was too hasty and applied without his info. He called maybe 30 minutes after I applied. Literally a second after I applied I was told I was no longer being considered. So, I check like every day to see what UP is hiring for in my area. Which is Dekalb, IL. There usually isn't anything. Which sucks.
A working version of this on a layout would be awesome. Challenge an operator to remove and replace the diamonds in a set amount of time, and keep the trains running while they do it.
The math on a bridge at this location wouldn't work. You'd need approaches over a half mile long and heavier trains would still struggle to get up those approaches quickly. Due to the large size of the trains compared to other countries, US railroads run fewer, much heavier trains. By scheduling these freights during low commuter volumes, they can get the tonnage through without spending large sums of money to build a bridge over the existing tracks. As an example of railroads working with what they have, my home town has a two track diamond that sees anywhere between forty and fifty trains a day. With good scheduling, it can be made to work and the railroads tend to run three to five trains through in a row when they get permission to cross the diamond.
We have these great things we call a "bridge". Have you heard of them? They work very well and make things a lot safer should the unthinkable somehow happen
"The math on a bridge at this location wouldn't work. You'd need approaches over a half mile long and heavier trains would still struggle to get up those approaches quickly. Due to the large size of the trains compared to other countries, US railroads run fewer, much heavier trains. By scheduling these freights during low commuter volumes, they can get the tonnage through without spending large sums of money to build a bridge over the existing tracks. As an example of railroads working with what they have, my home town has a two track diamond that sees anywhere between forty and fifty trains a day. With good scheduling, it can be made to work and the railroads tend to run three to five trains through in a row when they get permission to cross the diamond." -Lewis Andrews.
DM Multimedia I do take your point and I suppose for the train situation in the US it works. What usually happens for bridges is that the "bridge" is actually just level and the lower part actually gets sunk down, so rather than raising the tracks you lower the ground. That way it's much cheaper and you don't need a huge bridge. As you say though in the US passenger trains are so few that there isn't really a danger to passengers so it's not a priority
That wouldn't work at Deval. There are 3 lines which cross there, although this video only shows two. Grade separating all 3 of them would be very expensive and take a lot of time, especially since one of the 3 intersections is on a bridge above a road.
With the weight displacement from the diamond and the gravel, there will never be enough pressure exerted on one specific point to shatter or crush the pipes.
Because this diamond doesn't allow for it. You have the Union Pacific Northwest Line, the North Central Service, and the Union Pacific New Line all converging on this triangle.
Are you using 'interlocking' incorrectly or do Americans really use the term for a diamond crossing? (As I understand it, interlocking is actually a system which constrains the signalling based on the way the points/switches/turnouts are set.
Deval Interlocking refers to the tower and the system of signals and switches that (used to be?) controlled from the tower. There are three different sets of tracks intersecting at Deval (a diamond of diamonds).
Okay. But as I understand the term the diamonds themselves can't be part of the interlocking because there are no switches that can be set. Perhaps 'interlocking' can refer also to constraining the signals on each line based on the way aspect showing on the line crossing it. (I just assumed that was such an obvious and necessary arrangement that it would have long proceeded the development of interlocking between signals and points.)
Might the existence of diamonds around Chicagoland be heftily responsible for the notorious rail congestion there? Grade separation looks possible at this crossing, why on earth isn't it there?
As a youngster in the 50s and until maybe 40 years later I always believed switches and diamonds were laid tie by tie, rail by rail, spike by spike as I believe they WERE, in the early days of RRing. To find out these are pre-fabricated panels really wowed me, because they now are so much like the commercial, model, pre-made TOs and Diamonds !! I Only SAW my first panel switch from the Riverside/Figueroa bridge over the tracks of UP main and Metrolink yard/shop tracks in Los Angeles, about 3 years ago..! It was laying there looking like a brand new ME or Atlas HO switch, being 500 Yrds away from the bridge !! What is it about all things railroad that draws us to it so much ?!! Funny how every component of it is exciting to most who love trains !!!? Why do most people not even flinch when seeing it; that it means no more than a forklift or a sanitation truck to them, and yet to us it's magnificent !!! What's dif about our brains than theirs ?....Anyway, I really like this video. Amazing how they coordinate the lifting and carrying ..M P.S. Soren L. (below). Maybe the frogs need to be broken in before the ride is smooth again..
It's interesting that such crossings do exist but from a traffic point of view they are limiting and a level separation would be better both from efficiency and safety point of view.
In this case, trying to grade separate the different lines would be very cost prohibitive. The UPNW line has two very close stations, (des plaines and Cumberland) so raising this track would be difficult. The NCS line south of Deval abuts a lot of houses and has very little right of way. And the UP New Line (Milwaukee Sub) from what I remember Carries the heavy coal trains, also runs adjacent to homes and parks (Wolf Park was always a fun train watching spot), and there is a cement factory (I believe) that squats right between the New Line and the branch to the UPNW. In short, grade separation is not possible. Track consolidation is not possible. Deval will remain, as a symbol of railroad efficiency despite limitations.
This was very neat to watch. I wish UP owned the line from Seattle to Minneapolis; then maybe it would be well-maintained and Amtrak's Empire Builder wouldn't suffer so many delays.
Thanks to all the workers for doing unseen jobs like this to keep everyone moving on-time. Cheers.
Urgh. Sydney Trains could learn a thing or two from this. This would take them 10 years, 4 different government changes, 3 transport ministers to decide how and when it would be done, a cost blow-out of in excess of tens of millions of dollars, and when it was eventually completed, they'd celebrate and announce it like they'd re-invented the wheel, only for something to go spectacularly wrong a few months later and for them to have to dig it all back up and start over again.
Sounds a bit like the NBN.
Sorry, this reply was meant for Barnzey000
Barnzey000: To our Austrailian friends -- Oh yes, in the US we have frequently done things the inept way you described. That's why this diamond replacement video is special. The project was done effeciently for once!! I don't know what happened!
probably because the government was mostly not involved it was done by union pacific and the long they took the more money it cost them.
And I thought my country has most corruption
holy crap. when it is time to get a job done. all hands on deck, and safely too
It shows me that core of your business is to make all your best in order to make your cargo arrive to its destinations on time and safely. Great video!
I did not know about the drainage or webbing systems prior to seeing this video. A lot more complicated than I imagined. Thanks.
Incredible how much goes into replacing track!
Those diamonds (level crossings) are notoriously maintenance intensive too because of the multiple flange gaps in the rails. So replacement has to happen more often than you would think!
I mean I knew the diamonds were probably a pain to keep in good shape but wow! If I'm right by this assumption faster Amtrak trains go through there too (judging by their speed in the time-lapse) so wouldn't that kind of make things worse?
Austin Brodzinski well funny thing... I used to live by this diamond, and they incorrectly reported what it was. They actually replaced the diamonds between the UP Northwest Line(ex-CNW) and the UP New Line (ex-Milwaukee). The North Central Service travels on the other tracks (not seen here) and has its own diamonds that cross both of these lines as well.
To answer your curiosity, no Amtrak trains go through here. Never have. The UPNW is for Metra and 3-6 freights & locals weekly to Janesville, WI. The UP New Line sees no passenger service of any kind. The North Central Line (now CN, ex-Wisconsin Central) is Metra's newest service, but has a hodgepodge of all sorts of traffic.
Copy and paste these coordinates into google maps to see what diamonds where replaced and where the camera was. Then you can see another track off to the right, That one is the NCS.
42.0465654, -878990833
Am I the only one to assume they would replace that level diamond with a rail overpass?...
Bom Cabedal that will cost more
goo.gl/maps/5WKFbvBsgSQ2 The tracks are surrounded by roads and stuff, there's only a few hundred meters in all directions... or less.
Bom Cabedal That's exactly what I was thinking.
lalit Sharma Just like America to always go with the _cheapest_ solution instead of the _better_ solution.
It will cost A LOT more. Check out the map link.
Trains don't do hills very well, if you want an overpass you'll have to redesign the surrounding roads too.... assuming it's even possible.
Near my hometown there was a double track diamond and the whole railyard was one of the biggest in the area. Still they had forgotten that sometimes trains had to go a left hand turn so they had to pull the sets to my hometown to change direction. Everything is rebuilt now due to high maintenance costs on the diamond. It is a cool thing to have on a model railroad though.
why not just install a roundabout?
Copndonuts that would be a nightmare
Because trains are not cars.
a bridge to pass the second line and no risk of collision
They could have added a log ride as well.
Nah, 7 roundabouts like somewhere in uk will be better, because if you have more rails you can fit more trains there (yes this is a joke)
This video is proof of why the the 11'8" bridge cannot be raised. So much time and effort went into making sure this single intersection for trains was done in 48 hours, and there wasn't that much compared to the 11'8" bridge. Shutting down a mainline bridge for a week or more to raise it at least a mile in both direction is not a smart or cheap idea. Thanks for the video, UP.
It can often be much easier to lower the road below a low bridge than raise the bridge.
Gen15 Replacing the diamonds can probably be done in 24 hours if you double the crew size. And replacing the bridge can probably be done in 48 hours.
Sure if you've got 200 people working.
Gen15 here you can see how the Germans replace a train bridge in 4 days with a prebuild bridge. ua-cam.com/video/R4ca9xVYJqk/v-deo.html
And here you can see how the Dutch add a tunnel under a highway in one weekend.
ua-cam.com/video/btOE0rcKDC0/v-deo.html
In both occasions, there are way less than 2000 people on scene. But it is all a matter of costs. Are the extra costs for the people worth the decrease in the building time compared to the costs for not being able to use the track or road during the building phase.
In the case of the 11'8" bridge, not only does the bridge have to be raised(or rebuilt/prebuilt), the grade of the track has to be adjusted for at least a mile on either side, or even more. That is not a weekend job. Maybe a week, but definitely not 2 days.
Wow! And one track kept open for Metra (caught that on video)! Geotextile mat reduces pumping that fouls ballast.
I can’t believe they got the whole thing done in two minutes!
That was impressive 👍 here in the UK it would have taken a few weeks and gallons of tea lol
Are you stupid? Here in the UK we would build a bridge,and do it in less time. I know,because I've seen it done.
Well it would be hard to build a bridge in this case because they have station right next to each other right across the diamond. So, there wouldn't be enough space for the rail to get raised high enough for clearance and for a train to be able to get up the bridge with no problem. Also including the roads and this is right outside of Chicago so it would be even harder. So, they would have to build the bridge around buildings and they would have to make the bridges high enough for clearance but the grade would be so steep that the trains would slip back down. All this would also have to occur very quickly so that the trains don't get backed up and stuff still gets shipped down to the right places. So, no, he isn't stupid. You are stupid for calling people names before reading facts.
@@Tyke63360 no, network rail replaced a diamond the other month on the north east mainline.
Don't be silly, they'd still drinking tea and talking committee's and stuff
@@tonyjones9442 Newark flat crossing.
I do like the fact that they keep one track available for passenger trains while replacing the other two tracks, In the UK its pull the lot up and close the track down for a couple of days and bus everyone between stations
that sounds horrible
I'll admit I'm no trainspotter ... but THAT was impressive ... cheers ;-)
Located at 42° 2'47.76"N 87°53'58.26"W
Cool
UNION PACIFIC rail fan of Tyler Texas who owns the deval diamond track
Now that was just fascinating. From 1:10 on, I backed up, and set the speed at 0.5, because I wanted to see the train traffic that was already resuming passage even while there were obviously hours of construction left to finish.
dear UP, make longer, much longer videos, thank you.
Kevin C
Watch it in slow motion...
Great planning and dedication to remove old ballast and upgrsde the steel. Congratulations.
It's located in Des Plaines, IL , the rain the following day was one for the books, they spent several weeks cleaning out all the waste and old track.
I smile when I was watching the video. That was a lovely work, well done.
Wow! That construction crew was fast and efficient. Nicely done. Go UP!
Union Pacific should market these diamonds in HO scale.
Just buy six of these: www.modeltrainstuff.com/Atlas-HO-575-Code-83-Track-45-Degree-Crossing-p/atl-575.htm
New diamonds looking fresh!
A rapidly done job and a very well synchronized music !
I started processing UP DYV November 15th 2019. I subbed because why not.
Awesome work Team!
Great seeing this video as in england there isnt many diamond junctions and its so amazing to see the engineering and skill involved :)
Here in the UK, we could possibly say these guys are 'Diamond Geezers' Especially getting the job done so quick.
This seems surreal, them knowing exactly when a Metra or freight will pass is amazing
The music sounds like a banjo player playing while his neighbor pounds on the wall for him to go to sleep.
First time I've ever seen that. I had no idea the diamonds were built as modules and laid in one piece. Nice, real nice.
You know, with all the effort thats going into making things now a days, with the geo webbing and the emphasis on drainage. As well as rot resistant materials in our houses, you get the feeling that the stuff we make now is going to last for a really really long time.
M are me think. There used to be five separate Railroads that crossed an interlocking plant at Griffith, Indiana. The EJ&E, the Erie, C&O, Grand Trunk Western ant the Michigan Centeral. They had a Crossing Guard with a hand held STOP sign besides the ghates.
Now this is the way all of America should work. Good job, guys.
In Germany it takes about 8 Months. They are working from 9AM to 2PM every four days. During this period trains are taking something like 120km detour. Kein Problem!
Very cool. Amazing work!
With those pre-fabbed sections, it's just like a model railroad setup. The original one was probably done by hand, bit by bit.
sooo , why can we not repair a highway this quick ? i mean , for instance , here in New Hampshire , it's taken them damn near 10+ years to expand I93 between Exit 5 (Derry/Londonderry) to the state line of NH/MA (roughly 12-15 miles).
And other projects such as Massachusettes I-90 Exits Toll booth removals and taken almost 2 years to tear down toll booths and re-pave the exit ramps. i swear , they need to hire these guys , they get shit done !! A+++ Job guys
Track crews earning their checks. Nicely done.
Wonderful! Question: it would appear the farthest diamond did not receive the new sub-grade and drainage treatment. Is this correct? If so, why?
Looks like a time-skip, it goes from light to dark in a single frame so I'm guessing that they did all the works same as the others but thought that there was no point including it all again in the same video.
That's like watching a ballet, very interesting. Thanks UP.
*Beautiful work.* Like an over-sized toy train trek construction :-)
Impressive and there's a live line still running!
Not sure why this was in my recommendations but great video
So, essentially, the goal of the workers is to rebuild the diamond but also do it without disrupting passenger trains. That's why day 1 did the inbound and center track, and day 2 was for the outbound track.
Interesting to watch, I also work in Railroad construction, but in Europe, and we use more specialized vehicles and equipment. Then again we never did build a 5 rail crossing.
Very cool video. Thanks for posting and have a nice day too.
Don't know why I watched this, but I like it 👍
An amazing job for sure but you do have to wonder whether a grade separation wouldn't be cheaper in the long run.
Well, for one, some of the trains going over this diamond are heavy freights. You'd need a long ramp, and even then, it will be a big grade to climb.
Wonder what the cost for the manufacture a diamond like that is. They have to be built at the precise angles.
Wow, those crews are amazing!
Very impressive. Are those wooden sleepers?
Where in Walthers Catalog does it show such large scale 1:1 model track sections?
Nice... I love it when a plan comes together
Very impressive - but I didn't think much to the safety provisions for the on-site workers. Trains appeared to zip thru without any barriers, etc. Of course, they probably crept thru, but you can't tell that from the time-lapse photography. Anyone know how fast they would have been travelling?
Definitely cool!
Thanks UP for sharing
Tried applying to UP. It didn't happen. Month of May is the time that I can reapply for the Track Laborer position. If its open at that time. Being a trailer/chassis mechanic isn't really my cup of tea. Especially when you work at a UP rail-yard for a different company. Pay and benefits are good but I guess I just don't enjoy the mechanical work as much as I thought I would. I'd rather go work on the track. Get some welding experience, since that's what I'm going to school for. Let alone the opportunities that UP has. I done goofed up when I applied. I didn't have a reference when I applied. I mean I had my uncle-in law who works for UP in Proviso, IL but I was too hasty and applied without his info. He called maybe 30 minutes after I applied. Literally a second after I applied I was told I was no longer being considered. So, I check like every day to see what UP is hiring for in my area. Which is Dekalb, IL. There usually isn't anything. Which sucks.
What kind of train detection is used over this arrangement?
Track Circuits, or Axle Counters?
A working version of this on a layout would be awesome. Challenge an operator to remove and replace the diamonds in a set amount of time, and keep the trains running while they do it.
The geo webbing helps to keep the water they covered up, under the whole surface!
Marion, Oh has 2 sets of doubble diamonds. CSX & NS run these lines
Why don't they use a bridge for such a crossing? Wouldn't it be more convenient?
The math on a bridge at this location wouldn't work. You'd need approaches over a half mile long and heavier trains would still struggle to get up those approaches quickly. Due to the large size of the trains compared to other countries, US railroads run fewer, much heavier trains. By scheduling these freights during low commuter volumes, they can get the tonnage through without spending large sums of money to build a bridge over the existing tracks.
As an example of railroads working with what they have, my home town has a two track diamond that sees anywhere between forty and fifty trains a day. With good scheduling, it can be made to work and the railroads tend to run three to five trains through in a row when they get permission to cross the diamond.
Russian Severe Videos the grade of the tracks would likely be too significant for a heavy freight train to climb.
stampycatfan01 hi subscriber, how are you
Russian Severe Videos They would have to shut down the line for far too long
Bet they still have that new diamond smell 😌
Lol. It lasts for a while.
If only real constrution projects could go like that one:-)
We have these great things we call a "bridge". Have you heard of them? They work very well and make things a lot safer should the unthinkable somehow happen
"The math on a bridge at this location wouldn't work. You'd need approaches over a half mile long and heavier trains would still struggle to get up those approaches quickly. Due to the large size of the trains compared to other countries, US railroads run fewer, much heavier trains. By scheduling these freights during low commuter volumes, they can get the tonnage through without spending large sums of money to build a bridge over the existing tracks. As an example of railroads working with what they have, my home town has a two track diamond that sees anywhere between forty and fifty trains a day. With good scheduling, it can be made to work and the railroads tend to run three to five trains through in a row when they get permission to cross the diamond." -Lewis Andrews.
DM Multimedia I do take your point and I suppose for the train situation in the US it works. What usually happens for bridges is that the "bridge" is actually just level and the lower part actually gets sunk down, so rather than raising the tracks you lower the ground. That way it's much cheaper and you don't need a huge bridge.
As you say though in the US passenger trains are so few that there isn't really a danger to passengers so it's not a priority
AdzSONLINE It would be very inefficient to shut down the main line for weeks to build a bridge
That wouldn't work at Deval. There are 3 lines which cross there, although this video only shows two. Grade separating all 3 of them would be very expensive and take a lot of time, especially since one of the 3 intersections is on a bridge above a road.
Wow they work fast, only 2 minutes? Impressive
@1:00 PVC drainage pipe is suppose to withstand 70 ton freight cars?
With the weight displacement from the diamond and the gravel, there will never be enough pressure exerted on one specific point to shatter or crush the pipes.
Good old tamper machine from the early 70's!
If only state DOT agencies were this efficient and expeditious!
Government vs. private sector
Pretty cool UP keep on buildin!
It turns out diamonds can be a man's best friend too.
What song and artist is this? Love it..
• Cheers from The Detroit & Mackinac Railway 🚂
this was fast done, ok, but why do you still use level Crossings? that way you block each oder all the time.
Because of the cost and geographic problems of grade separating every crossing.
Because this diamond doesn't allow for it. You have the Union Pacific Northwest Line, the North Central Service, and the Union Pacific New Line all converging on this triangle.
Deval interlocking is in Des Plaines IL, not Chicago.
Are you using 'interlocking' incorrectly or do Americans really use the term for a diamond crossing? (As I understand it, interlocking is actually a system which constrains the signalling based on the way the points/switches/turnouts are set.
Deval Interlocking refers to the tower and the system of signals and switches that (used to be?) controlled from the tower. There are three different sets of tracks intersecting at Deval (a diamond of diamonds).
Okay. But as I understand the term the diamonds themselves can't be part of the interlocking because there are no switches that can be set. Perhaps 'interlocking' can refer also to constraining the signals on each line based on the way aspect showing on the line crossing it.
(I just assumed that was such an obvious and necessary arrangement that it would have long proceeded the development of interlocking between signals and points.)
The diamonds are not part of the interlocking, but are part of the property commonly known as Deval Interlocking.
Chicago is in Illinois
Might the existence of diamonds around Chicagoland be heftily responsible for the notorious rail congestion there? Grade separation looks possible at this crossing, why on earth isn't it there?
Where is this located I’m not to far from Chicago.
Now, that’s teamwork!
That’s probably one of the most stressful things to do for the work crew and passengers.
That was cool a lot of work fast their saying is we will deliver the video does not lie .
Cool pass one video! Thanks for this share! Greetings from Italy. Ciao, Stefano :-)
As a youngster in the 50s and until maybe 40 years later I always believed switches and diamonds were laid tie by tie, rail by rail, spike by spike as I believe they WERE, in the early days of RRing. To find out these are pre-fabricated panels really wowed me, because they now are so much like the commercial, model, pre-made TOs and Diamonds !! I Only SAW my first panel switch from the Riverside/Figueroa bridge over the tracks of UP main and Metrolink yard/shop tracks in Los Angeles, about 3 years ago..! It was laying there looking like a brand new ME or Atlas HO switch, being 500 Yrds away from the bridge !! What is it about all things railroad that draws us to it so much ?!! Funny how every component of it is exciting to most who love trains !!!? Why do most people not even flinch when seeing it; that it means no more than a forklift or a sanitation truck to them, and yet to us it's magnificent !!! What's dif about our brains than theirs ?....Anyway, I really like this video. Amazing how they coordinate the lifting and carrying ..M
P.S. Soren L. (below). Maybe the frogs need to be broken in before the ride is smooth again..
There is sth. called bridge.....
This seems like a really dangerous spot to cross...
In Britain, Network Rail would have needed two weeks to carry out that work (and it would still be finished late)
What was total cost, parts & labor?
It's interesting that such crossings do exist but from a traffic point of view they are limiting and a level separation would be better both from efficiency and safety point of view.
In this case, trying to grade separate the different lines would be very cost prohibitive. The UPNW line has two very close stations, (des plaines and Cumberland) so raising this track would be difficult. The NCS line south of Deval abuts a lot of houses and has very little right of way. And the UP New Line (Milwaukee Sub) from what I remember Carries the heavy coal trains, also runs adjacent to homes and parks (Wolf Park was always a fun train watching spot), and there is a cement factory (I believe) that squats right between the New Line and the branch to the UPNW.
In short, grade separation is not possible. Track consolidation is not possible. Deval will remain, as a symbol of railroad efficiency despite limitations.
My favorite kind of diamonds!
Great job well done guys.
Why would they not straighten the tracks before the intersections so they don't have a complicated angle in the in that frog thing
This was very neat to watch. I wish UP owned the line from Seattle to Minneapolis; then maybe it would be well-maintained and Amtrak's Empire Builder wouldn't suffer so many delays.
Why didn't they create a new grade separation (i.e.: over/underpass) so as not to tie up rail traffic?
That's good work... - Here in the UK that would have probably taken about a YEAR to do :-(
Drainage, always drainage, Geo textiles came in after my father's time as a civil engineer on the Milwaukee Road.
Anyone know the song used?
How much did that cost to do?
Well done video! Thank you.
Wow there are a lot of Metra trains passing by but still cool 😎
what's the name of the song?