February 9, 2017
Ryan - Thank you very much for explaining "modern" train handling
procedures. You certainly express yourself well. I take it you're either an
active or retired locomotive engineer. Do we have any senior Group members who
remember as either engineers or fireman how such a train handling situation
would've been handled with a steam locomotive? Or, with the early diesels? Now.
that would be equally as interesting. This has sure turned out to be a
fascinating thread. Best Regards - Louis
Louis Zadnichek II
Fairhope, AL
In a message dated 2/9/2017 3:26:34 P.M. Central Standard Time,
CBQ@yahoogroups.com writes:
If the
locomotive is equipped with a dynamic brake holding feature (nearly all road
service locomotives are), you don't lose dynamics when the train is in
emergency (you lose throttle). The loss of air causes the independent brakes
to set up quickly around 100 psi (typical full application of independent is
72 psi). Since your locomotives each weigh around twice what the loaded cars
weigh, the tendency is for the train to bunch up violently behind the motors.
So when you go into emergency you bail off the independent and feather it to
neither outrun nor bunch the train, allowing the train to bring you to a
controlled stop. You can also use dynamics to control the slack in emergency
which may be appropriate depending on terrain or speed. This is done to keep
the train upright and in line on the rails to avoid creating a problem with
poor train handling. It could be the difference between getting an air hose on
a crossing and a big hazmat spill.
Ryan H
Fort Worth TX
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Posted by:
ryan.harris@sbcglobal.net
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Posted by: LZadnichek@aol.com
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