This video has become more relevant than ever given the East Palestine, Ohio derailment, the only way the crew knew something was wrong was the DD giving a defect warning, it was too late though...
A defect detector wouldn’t have done anything. The train crew, the Norfolk southern railroad, Mike DeWine, and the EPA were are all extremely incompetent. They had the chance to clean up the chemical spill properly but they still decided to light the shit on fire for some dumbass reason.
In light of recent events, this is a great refresher for all of us. I am glad I found it again. I do wonder if the last detector you showed is in use up there. Thanks Danny!
Just have to be mindful to keep it away from any employees while they're working. Ultimately I don't think the railroad would allow it if they knew about it... if the drone goes down and lands on the tracks, as it would lead to trespassing to retrieve it, or who knows what worries they'd have if it were left there.
@@nowake The railroad does not control the air space above their trains but the FAA does. Per FAA you can't fly over vehicles, I would assume that includes trains.
Indeed. And I just shared this video on DEFECT DETECTORS on Roman's news coverage of the recent MASSIVE CHEMICAL SPILL which authorities are blaming on a HOT BOX AXEL fire. This channel should jump on the breaking story with their expertise. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-oV3K0JOJowE.html
Hello Danny. Just wanted you to know that the Atlantic coastline going north of Ocala from N.W 56th Street to County Road 329 the relay casses for the railroad crossing gates have been deactivated and abandonment has happened the scale house in Kendrick has removed and the spur has been removed
Danny, I have been an avid watcher of your uploads for about 3 years. They are so reminiscent of the old Pentrax videos of the late 1980s and 1990s but will better resolution! Your narration is spot on and so professional. Keep up the great work.
I'm no kind of genuine rail fan, but it's great to know freight trains have this ubiquitous little system! Also, the video wasn't boring, not even to me, and that's pretty impressive. Probably you're pacing it just right, and have good information density. Plus, the drone shots and radio captures add a lot of interest.
@@distantsignal I just shared this video on DEFECT DETECTORS on Roman's news coverage of the recent MASSIVE CHEMICAL SPILL which authorities are blaming on a HOT BOX AXEL fire. This channel should jump on the breaking story with your expertise. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-oV3K0JOJowE.html
Hi, I use to maintain the UK versions of the those Railtrack Defect Detectors. That last one is miles ahead of what we got. But all ours are sent to the SIgnalbox or control centre for that area. So the train crews never see anything of what been printed out.
Indeed. And I just shared this video on DEFECT DETECTORS on Roman's news coverage of the recent MASSIVE CHEMICAL SPILL which authorities are blaming on a HOT BOX AXEL fire. This channel should jump on the breaking story with their expertise. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-oV3K0JOJowE.html
That inspection portal is pretty interesting! As far as I know, I've never seen one of those before. Very cool sign addition in this video! Very thoughtful of the fan!
I love your videos featuring different aspects of the railroading industry. For many years, there was a rail line that directed freight trains through my neighborhood, about one city block from my house. Around the year 2001, a large section of the railroad tracks were removed along with the signals and the custodian shacks at the intersections. I miss the trains, and the memories associated with them. I really miss waving at the guys in the cabooses. I feel as though a large part of my childhood is gone, never to return, and it bothers me as I see my neighborhood dying.
Nice Video Danny! It’s nice how you describe how something works on the railroad such as defect detectors and them being used in real life on the railroad!
Very informative. When I worked in a steel mill we used to call them "pusher cars" They were a skeleton car with just a frame and a cat walk down the middle to get from the engine to the next car so you didn't have to get off the train. They were mainly used with cars with hot slabs or ingots to keep the glowing red steel away from the engine
I love your videos! I live in Western New York State between Rochester and Buffalo. I'm a truck driver and the yard where I park my truck is right up against the CSX mainline that runs East-West across NY. I believe it is Ex- NY Central track and also Ex- Conrail after the NYC sold out. I remember seeing Conrail locos when I was growing up in the '90s. My grandfather had a beef farm and the small feed store we used to get supplements for the cows from had its own siding! Needless to say I have been a rail fan from an early age.
Some of these are also combined with AEI tag readers to make them one stop shops to gather all of the information about the train. Great video, always enjoy them.
Another excellent production, Danny! Defect detectors are one of my favorite aspects of railfanning. I have a whole collection of audio recordings of various defect detectors from the past three years on my phone. That list is continuously growing every day.
Nice explanation of one of the safety factors for the railroads. Some of our government officials need to view this along with the talking heads that claim to be news reporters. Thanks for the video.
Hi Danny, great video! At time mark 3:50 the pair of small boxes mounted to the rail are the Magnetic Transducers that senses the wheel flanges passing over them (no physical contact is made). As the metal wheel flange passes over a transducer entering its magnetic field, it causes an AC voltage of about half a volt to be produced and tells the scanner to start collecting infra-red samples for the wheel bearing & when the flange passes over the 2nd transducer it stops collecting infra-red samples & this process repeats for each wheel flange. And as someone else had commented, the transducers also performs the axle count & makes train speed calculations.
@@ebnertra0004 Yes, there is a drop down menu that allows you to select what info you wish to have transmitted which includes train direction, speed, outdoor temperature, axle count, wind speed (I never knew the reason for wind speed) & train length.
@@tomy6917 I think there are some places with high wind detectors, especially in the mountains, but I don't know if they're incorporated into detector sites or standalone (either is possible, I suppose)
I greatly appreciate the positive tone of this channel. I have watched off and on for several years, the narrative is always upbeat and enjoyable. A lot of very good information is found here, both by Danny Harmon and commenters. Well done! Nick, North West Farmer
Hi there. I wouldn’t consider myself a rail fan per se, mainly dabble in aircraft but I find anything with an engine fascinating. This came up in my recommended and I learned so much, I can’t stop watching. Your voiceover and production techniques make this about as good s any documentary on TV. You’ve earned my sub!
Mr. Harmon is the best. Trains are a fun, fascinating, frustrating, fun, fantastic subject and hobby. Watching a train go by and realizing the power and physics involved for everything on those two tiny rails gives you some respect for everyone who works in the industry. Mr. Harmon's video library is one of the best resources on the internet for new and old railfans alike.
Danny, from my engineer sister who works for CSX and is in charge of their Train Inspection Portal program featured at 11:15 in the video: "Those devices at 3:50 aren’t wheel impact load detectors. They are magnetic wheel sensors to help the Hot Bearing Detector know when to measure the heat." Keep up the great videos!
Even on a topic I know pretty much the top to bottom on, I still will tune in to hear that smoothly modulated baritone explain it to me anyway. Keep it up on down the line.
Danny!! Love the CSX High/Wide detectors because it usually has all of the detectors present (High and Wide, dragging equipment, hot box) I had someone tell me about how the high wide works. All the roads have in their database the dimensions of every car used. If anything is outside of those dimensions it sets it off.
Thanks for the video. We live right across from a DD and we always wondered what those nuts and the boxes on the tracks were for. What a great educational video.
Love your channel and your passion for trains. Learned a lot with this video, especially with what happened recently with E Palestine , OH and the derailment there...very sad that even happened with such catastrophic results.
The flappers are likely numbered because they were removed at some point for some type of maintenance, and they wanted to make sure each one was put back where it was when removed. I’ve done stuff like that before when there’s multiple parts on something I’m taking apart.
Every new video, there's a new sign on that fence! Good to see you again, Danny. I really enjoy your videos! One small correction: The journal boxes housed very thick oil, not grease. The oil was soaked into a sponge with some springs inside and a mop-head like material on the outside. This was known as "waste" because it used to be a big was of cloth waste, and could be replaced with such in a pinch. The plain bearing inside the journal box was lubricated by the oil soaked up by the waste and would need to be periodically filled. If the oil ran out, the bearing would heat up and could possibly catch fire if it wasn't caught in time (that's why cabooses had cupolas!) and with old wooden train cars, that was never a good thing. Hence the term "hotbox". Now a term used by pot smoking teenagers, the reason for the coining of the term is still the same - identified by a plume of smoke emitting from the journal box.
Back in 2018 , we came all the way from Adelaide South Australia to travel on the Southwest Chief from LA to Chicago, loved every minute of that trip, and i do recall one of the crew walking thru the car with this recorded message playing on his 2-way, i asked what it was, he said ' checking for defects', i didnt understand what he meant, and now i realize exactly what, and how this works...thanks. You have a voice perfectly suited to doing these documentary type videos...David Attenborough look out ! LOL
I just want to say how much I enjoy and appreciate your videos. You remind me so much of my grandfather; he was a section foreman for C&O, Chessie, and then eventually CSX. He was the one who started my love of trains, and I spent so many weekends as a kid going to his house and listening to his stories, looking at pictures and slides he took, and watching old train films. He had so many from when the Steam Special came to town, and I thought that locomotive was just SO cool. He's no longer with us, but watching your videos gives me that same feeling I had back then with him and makes me feel like a little bit of him is still around. Thank you so much for what you do.
Good to hear the best narrtor in rail fanning, i really look forward to hear the history & technicalities of the rail system in his area, great job danny.
I literally haven't cared about trains since I was 10 but this video from a random youtube recommendation was straight up interesting to watch and extremely well made.
Absolutely love this video! I'm a bnsf carman apprentice learning too fix and inspect freight cars, the detectors make our life easier and better, being able too find a defect on the train that is flagged speeds up down time and makes these trains safer
Well, you're it because I'll never work this into conversation anywhere else. I watch a lot of PBS and the song that accompanies BNSF Railways is my favorite ever. Silly, I know. Ok thanks, I'll see myself out.
Mr. Harmon, I have learned much from your channel and just when I begin to think I might have a good grasp on things, you come out with another amazing video. Thanks for all you do and I look forward to each and every thing you produce.
Keep up the good work on these videos and I can’t wait to see more train videos and please keep them coming and 5/5 as always +Distant Signal aka Danny Harmon and your videos never disappoint.
Our local Norfolk Southern trains in upstate NY have been using the digital voice detectors for some time now, I like them as we can tell a train is arriving soon by the voice on the detector. There is one about 3 miles uptrack from where we watch trains, it tips us off to an impending train, which is nice. The EOTD is also nice as it has a range of 3 or so miles, from what I was told, and the "chirp" they make is another tip off to an impending train. Thanks for another great video Danny!
Mr Harmon I'd love this video about the defect detector I've been watching your channel for many years now it seems like and you always come up with something new that I didn't know for the longest time thank you so much for doing these videos and I gave this a thumbs up thank you Danny
Great video, Danny, as always! I will have to correct you on some info that those little stubs on the inside of the rails aren't impact detectors. They're actually transducers that count the axles, measure speed and calculate train length. Impact detectors usually are found sparsely on a line, and usually have concrete ties and sensors along the rails, along with AEI readers. CSX's actually use a female voice and say "CSX impact detector". Also, fortunately, pre-recorded voices are still a thing on modern DD's. However, a detector like the one at Stokes is a synthesized computer voice, it's all over on my local NS line.
if you're lucky enough, you'll find a famous voice pre-recorded in some of the radio boxes on the union pacific and pan am line. the voice is Majel Barrett-Roddenberry. reportedly there's only a few left in Maine that bear her voice to this day edits cause i'm tipsy....
@@gigglesseven This is a disputed claim. I read something earlier this year that identified the voiceover actress, and it wasn't Barrett. This might be an urban legend.
@@gigglesseven I found the thread on trainorders. A user claimed that the voice widely believed to be Barrett was actually a professional voiceover artist called Katherine Reynolds who apparently worked for NBC.
Defect detectors can serve as hot box detector, hot wheel bearing detector, high water detector, dragging equipment detector, high/wide load detector, sliding fence detector. I was with Harmon Industries from 1989 to 1995.
I saw this video today and hadn’t watched one for awhile. It reminded me of how informative you are. Thanks Danny. Oh, and I like what Nathan did for you with the Harmon Rd street sign.
@@ColtonRMagby Well, those are good questions. There is only sporadic information I can find on the internet about it. From what I see, the first automatic or semi-automatic detectors came about in the 1940s.
I can't claim to be a full rail fanner, but I do check out various web pages occasionally. Without question, Sir Harmon presents the best rail page I have found. It is one thing to post a number of videos of trains, with little to no comment. It is altogether another to do what he has done here. He has given us all an education into what defect detectors are, and the benefits they provide. But Harmon has gone far beyond that. He has chosen to fully describe the details required in using rail sidings, and in understanding the use of hubs, crossings, locomotive numbers, DPUs, how to read rail lights/signs, efficient use of rail yards, railcar types, railroad jargon, and whatever else we may find. This is what makes this web page worthwhile. Well done sir. Your effort is greatly appreciated. I probably should be a full on rail fanner, as the rails are in my family history. My maternal grandfather was a railroad engineer for 20-30 years. Most of his time was with a railroad out of Charleston South Carolina, between WW I & WW II. There may even be some family history in the Smithsonian. There is an engine in that museum that ran for some 20+ years or so with the same rail company. My grandfather was with that railroad company for around 18 of those years. My understanding is that it was not a large company, with a rather limited number of engines. This whole thought may be for naught, as said engine was used for passenger service and my grandfather ran almost exclusively with freight. But I suppose there might be some chance, that at some point in time, he ran that beast. One can hope, anyway.
I love the level detail, and the fact that you have been able to capture the voices of different detectors over the years. As a radio and railway fan, this video ticked all my boxes. Thank you :D
That inspection shed there at Race Pond is cool new technology! I bet railfans would love to tap into that photo stock, ha! Anyway I just wanted to say thank you for posting another excellent video, and congrats on the Harmon Rd sign, that surely added to your collection. On the buffer cars, you mentioned that the plant may hook on to the train with terminal power. In addition to that, sometimes the train may need to perform a runaround once it reaches its terminus. It's a zillion times easier to just uncouple the head engines and snap them on the tail. Also in some more rugged terrain they might connect helper DPU on the bottom. OR they may also attach another train to the bottom, with their lead power becoming mid-train DPU. With the time alotted in your video, you covered the basics and that should be clear enough that there's buffer cars on each end so the train can be handled from either end, regardless of which way it's actually traveling. Finally I think we talked briefly about visiting Columbus GA sometime. If you're still up for that, please let me know. I won't be in GA much longer but I would gladly make the trip back to guide you! EDIT: Oh yeah and those numbers on the DD slap plates so they could disassemble and reassemble them. Similar to the way you might mark head bolts on an engine when you disassemble and reassemble them, so that you put the bolts back in the same holes each time.
I wish that the talking heads in the media would stop long enough from their disinformation and watch this. Then perhaps they would have some understanding about how things actually work in the real world. And be far more accurate in their reporting. Accuracy counts. Especially when people blindly believe everything they hear. Thank you for a great informative video about railcar safety inspection.
I was always curious about defect detectors, and I found this video fascinating! I'd like to see a video on flange greasers and their purpose. I thoroughly enjoy watching your videos on trains and how the railroad actually functions! It's obvious that I find trains to be fascinating to watch, and I love the sound of a set of air horns mounted atop of the locomotives!
Our system played with Flange Lube (spot greasers), but decided that sand mixed with the grease and caused more grief for equipment than it was worth, so they were removed. Perhaps another company has found a way to use the little dollop of grease that is shot out onto the flange, when it is in a tight curve. I don't know, but the co. I worked for, had us to un-install all of them and put the axle generators back in stock for speed use only.
When a defect is found, does that mean the crew has to walk back a mile to locate the broken hose/ broken knuckle? I've always wondered that with these excessively long trains. Great Video Danny.
Yes. My limited understanding is that the conductor gets to take a little walk. You would think with modern technology sometime of electric bike or small 4 wheeler would be most helpful.
Yeah they have to stop the train and the conductor has to make the walk to find out what happened. I just commented about an airhose that was detected that made a car wider than what is previously to a worker having it attached to the side of the car to the back of it. Also if your cars become disconnected you got figure out where at. You got find out what the problem is usually what happens they will break the train apart and another crew will get it. I just watch so many train videos. The crews get really good warning when emergency issues arrive.
@@randyogburn2498 Any kind of four-wheeled vehicle is going to be too heavy for the crew to lift down from the locomotive. Bikes don't work well on rail lines. The ballast is too rough, especially on the shoulder, and there are too many blockages once you get off the ballast. And, in a double-track setting, you certainly wouldn't want somebody cycling down the other track and getting run down by a train. By the way, if it is a broken hose or knuckle, defect detectors are irrelevant. As soon as the knuckle breaks and the train splits, the air lines will part and the train will automatically make an emergency stop.
Some additions and corrections: More and more railroads are adopting "talk-on-defect-only" detectors to reduce radio "chatter" on the road channels. In my area, most defect detectors now only "talk" if the detector does, in fact, find a defect. In mountainous areas, there can also be "slide detectors" that will audibly report rock or mudslides on the track over the road radio channel. In such areas there are wire fences--called "slide fences" adjacent to the track in slide-prone areas. If mud or rock break any of the wires on the fence, it trips the detector. Similarly, areas of track prone to flash flooding can have "high water" detectors that will trip if flood waters reach the track. Finally, about the "buffer" cars on hazmat tank trains. Usually, the rear buffer car (and sometimes two buffer cars near the middle of the train) are there for when distributed power units are used on the train. Typically, the buffer cars will remain on a unit train, so that they do not have to be added enroute when DP is needed.
Talk on Defect Only sounds like a bad idea. The detector could be down for weeks or months before it gets inspected. I mean, there is not that much chatter on railroad coms.
It's only a bad idea if you foolishly haven't taken that into account. In the simplest of set ups, every time a train passes, all of the detectors are supposed to be working, if the system fails to receive a signal from one of the detectors, it can radio the train that it needs repaired and let the train radio the report in. They also have the ability to self diagnose even if a train hasn't used it in a while, as a computer only has to monitor the flow of electricity to each detector and if the circuit is broken or the voltage return is outside of what is expected, it knows the detector or the wires connecting the detector to the computer have gone bad and can generate a report that way. In a more advanced set up, if it is connected with a phone line, or to a cellular network, or even through satellite in the most remote of locations, you can also have a "home base" call into the DD computer at regular intervals or an operator in a control center can manually trigger a check like they do with automated switches and if the "home base" or control room operator doesn't get a response from the DD, or an incomplete response, or a bad/failure report, a manual inspection order can be issued to repair the problem.
@@currentfaves65 it all depends on what area you’re in. Some railroads have more radio traffic than others. For example, if there’s a DD near a yard, it can tie up traffic, or other traffic can cover its transmission.
This was super interesting, i never knew these things existed, i've seen small 'sheds' like these in the UK too but no idea of their probable purpose until now; always assumed they were part of dispatch such as junction control or signalling, or just part of tracking the trains overall, didn't know about the track sensors and radio feedback though!
There are multiple kinds of detectors. Dragging Equipment and Hot Journal detectors are the most common, but there are others. A UP line near me used to have several different kinds of detectors spread out, many of which I don't even know what they detected. See: 41.48091972658172, -95.88437844404777 Looks like there are two left, plus an AEI scanner. The one at those coordinates looks to have been expanded with fancy cameras similar (if scaled down) to the last one in the video here.
Wow what a video of absolutely highest quality. The Voiceover, the shots, explanation of the technical details. This is just something I have a passive interest in but I love that people are so dedicated to it. What a great channel. Makes me want to get back into model railroad again
Model railroading is fun but expensive. Virtual railroading (e.g. train simulation games) can be a good compromise for some, and it's easier on the wallet. There are several such games to choose from, each with its own strengths and weaknesses.
Bensenville Yard, Canadian Pacific ex-Milwaukee Road, is a damned hard yard to miss. I-294 has a big honking bridge over its eastern end only a mile or two south of O'Hare. Ten or hundreds of thousands of Chicagolanders drive over that bridge every day, getting a pretty solid overview of the yard and it's dozens upon dozens of tracks.
While trains aren’t really my thing, I could listen to you talk about them for hours. Just a nice voice to listen to. Reminds me of listening to How It’s Made.
NS recent derailment in Palistine, OH, do you think the engineers had enough communication to stop that train before the disaster?? l just heard on this video that defect detector for CSX are located every 20 miles. A major problem can happen between detectors.
Great drone camera shots! Very educational - thanks! I'm so old ... I was working as a signalman's apprentice back in the day when we were installing the first examples of train monitoring technology - the hot box detectors! ;-)
Danny, I would like to offer a small correction to your description of the journal boxes on the trucks. They were packed with "waste" or later with a foam-filled pad that was soaked in journal oil instead of grease. The waste or pads were so fixed that they wiped the bottom of the axle under the journal brass to convey oil to the axle to carry to the brass for lubrication. The journal oil was usually called summer black oil and it was black all right and messy. I usually helped repack the journals of the trucks of the Huckleberry RR passenger cars during the winter. The use of SAE30 oil was also done by some railroads. I can remember seeing a smoking and burning journal on a KCS train heading to the yard from the south of Shreveport on several occasions. When all of the oil was gone is when a hot journal was the most dangerous; the brass and axle got so hot as to lose integrity and break causing a derailment. Before roller-bearings on passenger cars, a substance that emitted a strong odor was added to the oil to help detect hot journals.
It would be very informative to review the various detectors and warning systems that were in effect during the East Palestine, OH train derailment. It's my very limited understanding that all systems were working properly but it was an overheated bearing that caused the accident.
The system worked just as it should. It even alerted the Train operator and the Railroad union to the problem. The Train operator was ordered to continue so it wouldn't hold up the railroad for other trains. This could have been 100% preventable.
@@lmmplus4 No, two detectors before the wreck, that one reported the bearing +40 degrees F above ambient air temp. The recent innovation of the DD "Help Desk" in Atlanta told the crew to keep going. The next detector at Salem, Ohio, 19 miles before the wreck showed it to be 103 degrees above ambient. The "Help Desk" said to go on, it was "trending" warm so they would keep an eye on it (Salem is where the security camera is that showed an axle either sparking or on fire). The DD at East Palestine, Ohio showed that axle to be 253 degrees above ambient and the supervisor in Atlanta told the crew to stop and inspect the train, but it derailed moments after that. Hopefully that wreck is the end of playing games (and the "Help Desk") and taking chances with safety measures, and the beginning of federal regulations regarding DDs, like making them be placed closer together than every 15 to 20 miles, more like 10 to 15 miles apart. Just another part of the Class Is cutting expenses and safety to pay those dividends. Good thing they didn't dump it up the road in Hudson, Ohio, home to many, many rich lawyers who would absolutely have owned NS in the massive litigation to follow, or while it was passing the Amtrak "Capitol Ltd.", which could have easily been the worst wreck in Amtrak's history. "Uphill slow; downhill fast; tonnage first; safety last".
I played the role of a defect detector in the fall of 2018 at UP crossing south of Stillwater Minnesota. The line had been converted to CWR which made hearing a wheel with a broken flange much easier. I was about 4 vehicles back from the tracks and I watched the cars and sure enough one car was missing about 1/3 of the flange on my side of track. Soon as the train cleared I got up to the crossing and called the UP emergency number and the guy I talked to was VERY happy that I called that one in.
I became a defect detector in the fall of 2018 waiting for a UP train to finish passing. I first heard, then saw the wheel on one freight car missing about 1/3rd of the flange. Since the line was CWR the sound from the broken wheel stood out from the train going down grade. I called the UP emergency number very shortly after the train passed and I could see the number on the box by the crossing. You don’t want a tanker with hazardous chemicals in a derailment.
why th do they use this horrible outdated way of voice reports? Digital data over wireless links are much more reliable and accurate and exist for decades.
@@RandomUser2401 The principle of keep it simple, stupid. They have to listen to the radio anyway. Your idea would require yet another gadget that needs to be installed in every train, it can break, has to have updated software, somebody's going to be distracted poking around in and miss a signal, added cybersecurity concerns, etc. etc. Anyway, in modern defect detectors, non-critical defects aren't announced. Things like images, wheel profiles, bogie geometry, predictive alerts are correlated with the railcar information from AEI, uploaded to servers, and somebody analyzes and views them later and schedules maintenance as necessary.
@@straightpipediesel In Europe these systems are completely integrated into electronic control stations, fully automated and fail-safe. Axle counts are automatically checked against the one reported from the dispatcher and so on. In a defect case, signals will automatically stay red/closed. With this system all it takes is one guy to miss a radio call and you have disaster. Not even mentioning the often horrible audio quality, making it hard to hear what even is going on. You are mistaking simple with proper.
@@RandomUser2401 The "horrible audio quality" doesn't exist because the unit is transmitting literally next to the receiving train. In another example of KISS, radios run simplex, not those overly-complex GSM-R/NRN things you have in Europe. And no, you don't have "disaster". This is not high-speed, or even passenger rail where a derailment sends people to their death in a bridge. This is low-speed cargo rail, where on average, 4 derailments occur in the US per day. The low cost is balanced with the low risk level, again applying KISS.
@@straightpipediesel 4 derailments per day is a very very bad statistic, showing again how little money is invested into proper infrastructure. GSM-R is used for VERY good reason as it can, again, properly secure rail traffic. GSM-R is nothing new but used for decades. And a derailed fright train can cause A LOT of damage to both people and property. Just because there are no people on the train does not mean no people are endangered.
It's awesome how that one train with the empty ethanol tanker cars had a BNSF engine, a Canadian Pacific engine, & a Union Pacific engine at the front.
