😅😅

How do u know its he my its her🤣🤣🤣

Good Engineer

Correct kzfaq.info/get/bejne/b51gdpZk18XbpX0.html Here you can see that

I'm Sorry You Feel That Way, What Country Are You From? 😞

@@utahrailroadsofamerica1991 I from Colombia 🇨🇴

..slowly, with speed average 80km per hour. That is only for vacation trip, for bussines trip is this much more slowly. In Europe, Japan, Kina min 200-300 km/h.

Excellent comment.

Ya, as long as it’s battery powered or has a boat load of solar cells on its roof!

@@robertnorthrup1914 nah just electrify the lines. on the northeast corridor the Acela is already electric

You didn’t get the gist of my comment. Our glorious biden admin with its push for the new green deal and wiping out conventional power generation and “railroading” us all to wind and solar, how you gonna generate enough electricity to power everything, stay warm in winter and eat. Oh that’s right, with food shortages upon us now we don’t need to eat. Wake up!

There's trains that run through there a lot , it's a high traffic area here in western Pennsylvania

Thanks!! I was in a roomette. After the stop at Altoona i went to the last car and was able to see the front of the train as we rounded the curve. A full moon and freshly fallen snow made it perfect!!

1.5% gradient is what I've read.

@@timothybarham6374 theres a railway in norway called the flåm railway, and some areas have a grade of 20%

The grade on the "East Slope" from milepost 237 (elevation 1178 feet) at 24th Street in Altoona to milepost 248 at the west portal of the Allegheny Tunnel in Gallitzin (elevation 2161 feet) is for the most part 1.75%. In the Curve itself, the grade is reduced to about 1.45% to compensate for the additional rolling resistance induced by the 9 degree curve against westbound trains. Freight railroads usually attempt to engineer their grades to less than 2% (105 feet per mile), although 3% is _barely_manageable. One significant advantage that PRR had over B&O in crossing the Allegheny Mountains eastbound is that PRR's eastbound grade from Johnstown to the summit is a single grade of only slightly over 1%, whereas B&O had five significant eastbound climbs between Wheeling WV and Cumberland MD; three of which exceeded 2% (topped by the "legendary" Cranberry Grade's 2.8%).

I agree. But NS operates at a bare minimum to maintain their budget. I also wish cars had crank operated windows.

There was four tracks at one time, sometime in the early 1980's, one of the inside tracks was removed.

The "missing" track was once Track 2 or the "eastbound passenger" track. With four tracks, the "passenger" tracks on the Curve were inboard of the "freight" tracks, mostly because of the location of the stations at the Gallitzin/Tunnelhill summit. Track 2 was removed in 1981 (along with the tracks on the parallel New Portage Branch just to the south) because Conrail found that it could handle its traffic with only three tracks. Removing 50% of the rails on the East Slope helped reduce the tax burden on the right-of-way, and provided multiple miles of rail that could have been re-laid to replace more badly worn rails. Because there was traditionally more freight tonnage running eastbound then westbound, today's Track 2 (originally Track 3, the "westbound passenger" track) was signaled to operate bi-directionally from just west of Johnstown to just east of the New Portage Tunnel. Today, all three tracks can handle trains in either direction.

Altoona, Pennsylvania.

thanks very much. Great stuff!.

I have an Aunt Una from Altoona.

Trails

Video was taken before the baggage car was added.

Sure

@@subadventures Thank you

@@viggohendrix yes

There is a trail up the backside of the mountain

Sub Adventures where do you access the trail from the road and how long does it take to get up to the tracks.

Trails

it is cost effective

@@sregginetahi999 surely not travel time effective though? I'd imagine the train has to slow down a lot in order to be able to come around this safety.

Cheaper than a trestle

Yes, it's not travel time effective. But it just doesn't make sense to make straight lines everywhere.

It was built like this to keep the grade around 1.8% so trains can climb the mountain without stalling. The grade would’ve been too steep if they built a bridge across the valley. It was built in 1854 when locomotives were much smaller.

Perú be like, Greetings from Peru

Because air travel is king, no need to invest in trains

@@Zwia. no lol

@@Zwia. When fuel will run out, air travel won't be the same. Train is 20 times more environment friendly when electric, cheaper than airplane (in most cases), and can deserve medium and small cities which have no airport. Moreover it's sometimes quicker because you don't loose time in security check, luggages check-in, ... etc.

@@ezkymos Oil will not run out before aviation technology is able to power airliners with renewable technology. You can bury your head in the sand all you want but the fact remains, if train travel was the better option for the USA then it would be amongst the best in the world, but it isn't, hence the lack of investment.

Not past Harrisburg.

Electrification west of Harrisburg to Conway Yard west of Pittsburgh was studied by the Pennsylvania Railroad just before World War II, and in the late 50s/early 60s. Conrail also studied electrification of the Pittsburgh Line (west to the beginning of the Conemaugh Line) and the Conemaugh Line in the late 70s, shortly before deciding to abandon their electrically-powered freight operations east of Harrisburg in 1981. None of the studies showed an adequate rate of return to justify the expenditures. By the 1990s when double-stack containers became prevalent, it might not have been practical to enlarge the tunnels at Gallitzin and Tunnelhill (west of the Curve, at the top of the grade) to proved clearance sufficient for the containers _and_ the catenary system for the electric locomotives. In the end, two of the three tunnels at the top of the grade were expanded to clear double-stack containers hauled by diesel-electric locomotives, and the third tunnel (ironically, the newest of the three) was taken out of service. Still, it would have been rather magnificent to see GG1 locomotives hauling passenger trains and E44 locomotives hauling freight trains around the Curve.

@@Mikey300 double stacked container trains cannot be run on electric line? I think I have seen electric trains with double stacked containers.

I see by Wikipedia that lines in India run double-stack containers on lines with wire heights of 7.45 meters above top of rail. This converts to 24 feet 5 inches. The Allegheny and New Portage Tunnels at the summit of this line were enlarged in the early 1990s to 20 ft 11 inches high (6.375 meters) from their original 1850s height of 19 feet 8.5 inches (6 meters). So it would seem to be necessary to add about a meter of clearance in the tunnels to install catenary, during which time either tunnel would be completely out of service. Unless NS decided to first modify the presently out-of-service single-track Gallitzin Tunnel and return it to service before modifying the single-track New Portage Tunnel, and finally modifying the double-track Allegheny Tunnel, the traffic restrictions during tunnel modification would be impossible to manage.

The K4 locomotive was PRR's standard long-haul passenger steam locomotive in the first half of the 20th Century. K4 locomotives were built with the "Pacific" 4-6-2 wheel arrangement (2C1, in European UIC notation), with a 4-wheel pilot truck, six driving wheels, and a 2-wheel trailing truck to help support the firebox. As passenger coaches grew longer and heavier, PRR found that it had to put two K4s on the head end of its major trains to supply enough power to maintain schedules. Once upon a time, K4 locomotive 1361 sat on display at the Curve where the GP9 diesel locomotive 7048 is displayed today.

The grade would be too steep for trains to traverse.

@@subadventures ooh Gotcha.

Altoona, PA USA

This main line is owned by a freight company, and there are no electrified freight main lines in the US.

@@subadventures but why? In india there are dedicated Freight Corridors(DFC) along side main passenger line...all electrified. On top of that the freight trains run double stacked on that electrified corridor. it all makes sense economically. I wonder why developed country like USA have no such plans or infrastructure in place?

@@ravirajsinhpadhiyar5742 there were a few railroads in US railroading history that had some electrification, but for some reason they didn’t last very long. The US railroads went through a lot of hard times in the 1960s and 1970s. The highway interstate system, air travel, and a decline in industry was the demise of many railroads. The US govt had to step in because the railroad network in the Northeast region almost entirely collapsed. There was a ton of consolidation. Railroads were not making money then, and I’m sure that had a huge influence on the current railroad infrastructure in the US today.

@@subadventures thanks for the reply. Also seriously you guys need to get rid of cars and highways there's just too much of them. Why don't American people understand the importance of public transport (especially railways). Also why isn't railways nationalised in your country (or it wasn't never owned by government in the first place¿)

@@ravirajsinhpadhiyar5742 well… it’s hard to change the mindset of people when it’s quicker to drive or fly to destinations. Passenger trains used to be privatized, but the interstate highway system and air travel is what hurt them. The govt had to step in and Amtrak was born and is still here today. It has never made a profit since it was founded in 1971. I like to take the train when I can to places, but the scheduling is also terrible with only 1 train each way on most of the routes. It’s very unfortunate. There are always talks about expanding passenger rail network, but the issue is that Amtrak uses freight track except for the Northeast Corridor. That is why Amtrak trains are usually delayed. They are not the highest priority on freight lines.

Mind you, would you expect a train to move much faster around a radius as tight as the Horseshoe Curve, even if it were a TGV unit?

Seems you missed physics classes

@@Profile_Pic_is_A_Mirror Attempts at making it possible have a poor track record. The words "advanced", "passenger" and "train" spring to mind.

Eisenhower was influenced by his own experiences as part of the 1919 Motor Transport Corp convoy that traveled from Washington, D.C. to San Fransisco over a period of two months, as well as the highway system that had been built in Germany. He saw the Interstate system not just as civilian transport infrastructure but also as a strategic system of roads capable of sustaining heavy military traffic if the need ever arose.

On top of the somewhat tight radius, this train is going uphill at a 2% grade.

kzfaq.info/get/bejne/b51gdpZk18XbpX0.html

Is that bad?

There is no station. That is a park for people to watch the trains.

They have to go slow on this curve because of the turn, any faster and they would risk derailing into the valley or the mountain, this stretch of track is notorious for doing that.

Kaise be

So it can gain elevation without a 5 percent grade. This evens it out

If you were to build a 1000 ft bridge straight across where the tracks begin to bow, the track would rise over 130 ft. The gradient would be 13% which is absolutely impossible for a train to traverse that. The curve mitigates the elevation change by increasing the "run" of the slope.

Lol

@@stephy_j3156 I im serious AF...soooo

who cares

Part of an atv trail.

@@p42Amtrak83 give me a map and ill believe you

you are sad ,imo

You're right. I'd be much better if we had build a straight track across so the train could be going high speed and be a profitable line that people actually use.

@@ericwalker2434 that would not be possible as the grade would be too steep for any locomotive to get up

@@rbmnrailfan2102 even now? I'm sure it would be possible, just expensive

@@ericwalker2434 yes, even now. If I remember correctly the slope would be over a 6% grade