Snow Plow Back Drag Blade

Snow Plow Back Drag Blade


1.58 min. | 5.0 user rating
Snow Plow back drag blade installed on this Fisher 8 foot X blade Snow Plow by Fusion Welding, in Tewksbury Massachusetts. http://www.welding-ma.com/tewksbur...


4.97 min. | 3.2 user rating
It looks a lot better. My facebook page: http://www.facebook.com/Vmxrm85.
Yahoo Answers For Snow Plow Back Drag Blade
Question Does anybody have tips for plowing?
This is my first year plowing. I have a pretty decent size business park, a gravel driveway and a few small driveways. Any tips on snow placement or how to get the snow off of the small driveways. I am going to back drag it but I am jsut curiuos as to what is the best thing to do with the snow so it is not in the middle of he street. the driveways are onyl like 35 feet long. And any tips for plowing on gravel. thanks

Best Answer on gravel leave the blade about an inch above the gravel. then back drag to the end of the driveway, straighten the blade, then stack the snow in your pile.
Question i had mentioned stay tuned for this posting!?
more times than not it seems an answer is given that brings up more questions. from a recent posting about ice on the rails, brought up a que id like to ask.... weve all seen pics and vids of rotarys clearing snow thats almost if not just as high as they are. it seems to me it would have been much easier to run one train an hour to clear a foot of snow than it would 1 train for two days clearing 10-12 feet. even in mtn passes and the like. i cant really even see how the cost of both operations really differs. sure, thats alot of fuel and man hours to run every hour. but so is the clean up from putting your rotarys power units on the ground from pushing too much too fast. so either way, it cant be the cost, can it? id like to know if this goes much deeper than just the same olds like money and time. personally i have found it much easier to clear my driveway twice, than to try and heave it all out at one doing. seems logical this would apply to railroads. and please dont remark that railroad management isnt logical. lol that we already know, and thats too easy an answer! give us the good dirt on how youd blow open a pass that just had 10 to 15 feet of snow dumped all over it.

Best Answer It's the cost. Railroads exist to make money. That is their goal. The bottom line is all that matters. It has been that way since railroading's beginnings. The public is nothing more than canon fodder to them whenever the inevitable derailments do maximum havoc, the extent of that havoc attributed to tonnage alone, in the end. On or off the rail, 8,000 tons stops in a whole lot shorter distance than does 13,000 or more, and the DPUs alter that none at all. The only help is that the emergency application of the brakes will take effect maybe two seconds earlier. And that's it. So it is the same when it comes to snow removal ops. But do not make any assumptions. Anyone familiar with railroading will tell you the only thing that is absolute around the railroad is that there are no absolutes. So they don't call for the cavalry right away. It is a process. The locos do handle the snows for a while. In fact, when there is snow on the ground and a storm if forecast, they will at time reduce tonnage of trains for just that reason. But, the pilot plow doesn't do well for very long. They are a handy little scoop, but when you're dragging along at 18 mph or less, as when climbing heavy grade, they don't through the snow out too far. Ot takes higher speed for that. The result is, even running trains block to block, a core is going to build up quickly. Then, it's going to fill in. I've run tonnage trains out of Norden, needing to work power, pushing so much snow. I was on a helper behind the cab once and a downhill train working power slammed all the snow into the side of the caboose and blew out the windows. It nailed my cab right below my window. So, it can get radical. Best to take the snow out of the equation. In light snow conditions, most roadmasters will send out a couple of ballast regulators to keep things tidy. And for a while, they can cope. The clean-up squad consists of three pieces of equipment - a flanger is equipped with retractable plow shaped scoops equipped with replaceable blades underneath. They throw the ice and snow either to the right hand side or the left hand side. Each blade has a little metal 'flag' visible from the locomotive cab, a semi-semaphore, has a letter L or R, and one flag is green, the other red. The blades are operated by air cylinders to move them up or down. A crew man will lower the blades that do extend below the top of the rail level. This is done to keep ice and snow from building up between the rails. The blades are drawn upward (retracted) wherever there is a switch, crossing or hand car set off. These are marked with “flanger boards.” Usually orange in color, they look like ½ of the letter ‘wye’ atop a tall post. These will identify the location of these types of things so that they can be looked out for when buried under the always generous snow pack. They have their limit and leave behind a deep core. Now the Jorden goes to work just like Andy says. They are equipped with wings that can extend up to 18 feet on each side in a wedge shape, but usually you do one side at a time. Wherever possible, you push the snow to the downhill side. If an embankment is involved, then snow can be compacted in short order. That's when the wide wing rotaries make the scene and really clear this stuff out. I'm talking 150 rooster tail. It is amazing to see. But the truth is, the huge storms that were frequent visitors in the past only drop in occasionally. "In January, 1952, California was whipped by a series of storms which threatened to isolate the state. Eighteen feet of snow covered the mountains along the summit. On January 13 the crack streamliner City of San Francisco, with 126 passengers and 30 crewmen aboard, was halted by a snow slide. The train remained embedded in the snow for the next three days. The railroad sent in three doctors to assist the one doctor who happened to be aboard. One physician was rushed in by dog sled, another by work train and a third, who couldn't land, by Coast Guard helicopter. The engineer of a rotary lost his life when his equipment was hurled from the track by another snow slide. By the cooperative and heroic efforts of railroad men, and state highway workers, the marooned passengers were taken out safely by nightfall of the 16th. Three days later, 300 men and powerful equipment, working around the clock, freed the train and the locomotives that had been stalled around it. Winter in the Sierra Nevada had proved that it still swung a club."



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