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Re: 1969 Cuesta grade derailment-Yes U-33 problem....
Author: Espee2479
Date: 02-03-2017 - 19:48
Dr Zarkoff Wrote:
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> That model of GE (the lead unit) had the "older
> type" of GE control stand which had only a reverse
> lever and a throttle lever. The throttle did
> double duty as a throttle lever and dynamic brake
> lever. The reverse lever had five positions, L to
> R: dynamic in reverse, power in reverse, neutral,
> power in forward, and power in dynamic brake. To
> change from power to dynamic braking, it was
> necessary to lift the reverser lever slightly and
> push (or pull) it one notch further, at which
> point it dropped further down than when in power.
> Doing this changed the electrical system from
> power to dynamic, engaged the field control
> rheostat, and disengaged the power starwheel so
> there were no throttle notches.
>
> The story I heard, from someone who worked out of
> SPBI, is that the clerk was about to go into
> engine service and may have been running the
> engines. This is of course speculation, but it
> does make a bit of sense with regard to the
> dynamics not functioning.
>
> On those AAR stands, not only do the handles
> operate in different directions, the dynamic brake
> handle is oval, and the throttle handle is round.
>
> The engines in this era of GE had a different
> firing order than the current ones. At one point
> GE raised the RPMs of the C-B engines to increase
> HP output, but they started throwing rods out the
> side of the block (had something to do with the
> stresses on the toggle joint). The fix was
> changing the firing order.
Is that how you explain you're crappy train handling techniques? I heard you could find every inch of slack in a train? BTW hows you creepy dog?
-------------------------------------------------------
> That model of GE (the lead unit) had the "older
> type" of GE control stand which had only a reverse
> lever and a throttle lever. The throttle did
> double duty as a throttle lever and dynamic brake
> lever. The reverse lever had five positions, L to
> R: dynamic in reverse, power in reverse, neutral,
> power in forward, and power in dynamic brake. To
> change from power to dynamic braking, it was
> necessary to lift the reverser lever slightly and
> push (or pull) it one notch further, at which
> point it dropped further down than when in power.
> Doing this changed the electrical system from
> power to dynamic, engaged the field control
> rheostat, and disengaged the power starwheel so
> there were no throttle notches.
>
> The story I heard, from someone who worked out of
> SPBI, is that the clerk was about to go into
> engine service and may have been running the
> engines. This is of course speculation, but it
> does make a bit of sense with regard to the
> dynamics not functioning.
>
> On those AAR stands, not only do the handles
> operate in different directions, the dynamic brake
> handle is oval, and the throttle handle is round.
>
> The engines in this era of GE had a different
> firing order than the current ones. At one point
> GE raised the RPMs of the C-B engines to increase
> HP output, but they started throwing rods out the
> side of the block (had something to do with the
> stresses on the toggle joint). The fix was
> changing the firing order.
Is that how you explain you're crappy train handling techniques? I heard you could find every inch of slack in a train? BTW hows you creepy dog?
