 |
handling with train air
Author: Bruce Butler
Date: 12-31-2013 - 08:27
Shortline Sammie Wrote:
> The grade next to the shop is a solid 6% and I
> HAVE HAD a couple of runaways with the big ARMN
> 110/111 series loaded 286 jumbo reefers in wet
> weather. UP doesn't do a very good job of
> maintaining the brakes on these monsters and I
> think the brake system was inadequate when when
> they were new.
>
> In our case...make a running set and release prior
> to the summit and starting down the grade, draw
> off a full 20 pound set...bail the independent
> then only use sparingly.....only risk flat spots
> as a last resort!
>
> When all else fails...dump the air and hope to
> hell the emergency reservoir brings you to a stop
> before the 15 degree curve at the bottom of the
> hill does it for you!
>
> Dick Samuels
Dick --- I always enjoy reading your posts. You are always very thoughtful and offer excellent content.
Since this thread has wandered a bit from the topic of the DMIR derailment ........
While our railroad is mostly a grain hauler, we do handle some loads of steel, mostly I-beams in various configurations, but usually BIG! These usually arrive on TTPX or BNSF bulkhead flats. These cars have a hard life and it is a total crap shoot as to how good the brakes will be on any given car. Fortunately we usually don't have more than 6-8 cars in a train and we only run 10 mph (20 mph on 3 miles of new track) so runaways haven't been a problem.
Our yard is a bowel with an ascending grade at each end. The advantage of this is that the cars aren't going to go anywhere once they are in the yard. The disadvantage is that train handling can be tricky if you are backing cars into a track already occupied with the intent of making a safe joint. I recall doing this once with this approximate sequence of events. The Conductor was calling out car counts to the joint.
Car count at about 12, speed about 9 mph - made first service application.
Car count at about 8, speed about 8 mph - made full service application.
Car count at about 4, speed about 6 mph, still coming in too hot! - full emergency application.
We stopped about 1/2 car length from the joint. Conductor said "did you do that?" I said "you bet - that is what emergency is for!" Much better than hitting them at 5 mph! Doesn't take that long to reset and ease them back SAFELY to the joint. I don't like hard joints.
> The grade next to the shop is a solid 6% and I
> HAVE HAD a couple of runaways with the big ARMN
> 110/111 series loaded 286 jumbo reefers in wet
> weather. UP doesn't do a very good job of
> maintaining the brakes on these monsters and I
> think the brake system was inadequate when when
> they were new.
>
> In our case...make a running set and release prior
> to the summit and starting down the grade, draw
> off a full 20 pound set...bail the independent
> then only use sparingly.....only risk flat spots
> as a last resort!
>
> When all else fails...dump the air and hope to
> hell the emergency reservoir brings you to a stop
> before the 15 degree curve at the bottom of the
> hill does it for you!
>
> Dick Samuels
Dick --- I always enjoy reading your posts. You are always very thoughtful and offer excellent content.
Since this thread has wandered a bit from the topic of the DMIR derailment ........
While our railroad is mostly a grain hauler, we do handle some loads of steel, mostly I-beams in various configurations, but usually BIG! These usually arrive on TTPX or BNSF bulkhead flats. These cars have a hard life and it is a total crap shoot as to how good the brakes will be on any given car. Fortunately we usually don't have more than 6-8 cars in a train and we only run 10 mph (20 mph on 3 miles of new track) so runaways haven't been a problem.
Our yard is a bowel with an ascending grade at each end. The advantage of this is that the cars aren't going to go anywhere once they are in the yard. The disadvantage is that train handling can be tricky if you are backing cars into a track already occupied with the intent of making a safe joint. I recall doing this once with this approximate sequence of events. The Conductor was calling out car counts to the joint.
Car count at about 12, speed about 9 mph - made first service application.
Car count at about 8, speed about 8 mph - made full service application.
Car count at about 4, speed about 6 mph, still coming in too hot! - full emergency application.
We stopped about 1/2 car length from the joint. Conductor said "did you do that?" I said "you bet - that is what emergency is for!" Much better than hitting them at 5 mph! Doesn't take that long to reset and ease them back SAFELY to the joint. I don't like hard joints.
