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The Wreck of the MV Rivacoma

A work crew sets up near the wreck of the MV Rivacoma, which had run aground and rusted on the bank of the Slate River for a decade after suffering a rudder malfunction. The wreck will be removed and sold for scrap, along with the remains of several fishing and pleasure vessels that had broken their moorings after a flood.



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      Time for the switching activates to begin.



      The reasons for not blocking a public crossing is quite obvious - in case emergency personal need to get by.





      Blocking Howland Rd. must be avoided at all costs as it is a particularly vital road since the area east of the crossing is isolated from the rest of the city due to the rail line and nearby highway. In addition the train may have to wait here for some time for another train to leave the EGI facility.






      Occasionally the RTC can forget about a specific train as there many be several trains they are monitoring and directing at a particular moment - sometimes a dozen or more! And then there are times when they decide to go out for a smoke break because its only you out there, sometimes they take too long though and keep you hanging for a bit.



      In-game pic's of the train movement ends here for a while as the UDI train disappears the second it touches the 4 track lot.


      In game reference of the yard



      The hand brake is typically located on one end of a freight car and can be applied by simply turning the wheel until it is tight.

      Trains cars can be separated from each other by lifting up the uncoupling lever

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      Forgetting to take off a freight car's hand brake can result in flat spots on the wheels due to friction created from the steel wheels sliding along the steel rail. If the rail cars with flat spots are not identified and repaired or replaced, they essentially act as a giant hammer slamming down on the track with each revolution of the wheel. This in term can cause the rail to buckle or break which can then result in a catastrophic derailment.
      The Railways now use whats called a wheel impact load detector to monitor the amount of force being applied to the rails in this way. A rail car impacting the rails above a set limit will trigger an automated alarm. That train will then be told to stop and inspect the car, if safe to proceed(i.e. the car is not already derailed) it may proceed slowly to the nearest place where the car can be removed from the train. However these detectors are only placed every so often and it's impossible to monitor the entire system. So employee vigilance is still key to preventing mishaps.





      Since the train will not be split up again there is no point in putting a handbrake on it when the engine brakes will hold the train in place. How do we know that the engine breaks will work? Because the train breaks are tested and inspected every day before it leaves the main yard, which in this case would of been Monton yard. If we were going to add more cars to the train the brakes on those cars would also have to be inspected before we could go on the mainline i.e. travel at high speeds. But in this case no freight cars are being added or removed, we are simply rearranging the order of cars in the train to facilitate loading.

      Shipping documentation much be kept on the train in case of an accident or derailment. For there it must be given to(if possible) first responders as soon as possible so that they know what exactly it is they are dealing with in case of a leak or fire.



      ...for a red light at signal 02. Unless he actually goes by it, then its no holds bar.







      In all:

      A little bit slower...

      That concludes the switching job at the Eastgate Intrermodel Facility, which I might add would be considered a relatively easy and straightforward switch IRL.
      Hopefully I was able to takeyouthere, a day in the life of a train conductor.
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