Larry.
Where on the Caboose dod you carry the spare coupler and knuckle? Was it on the Inside stuffed under the seat, ir was it in the toolbox under the caboose? Kevin
Nick said:
It's also not the same railroad, I hired out on. And it's definately not the railroad you or my father hired out with. Many of the old head practices that management, endorsed or overlooked are now banned. And those bans are actively enforced. I've been to far too many trials of old heads that refuse to adapt. =======================================================
I have watch the local crew go about their work..Nothing as changed as fair as the work..It still looks the same.
Now make no mistake just as long as nothing went wrong the management would look the other way..However..Should something go wrong then the crew would give account of their actions-been there and done that.Back in those days 99% of the Division Superintendents came up through the ranks and knew how things worked..
Larry
Conductor.
Summerset Ry.
"Stay Alert, Don't get hurt Safety First!"
BRAKIE wrote: Remember in those days we has a conductor and 2 brakemen..We would work as a team to get the work done.As I noted we would ask for assistance from signal maintainers-their vehicle or request a cab and a lot of times we would set the car out at the nearest siding..The tools we needed was carried in the caboose.
Remember in those days we has a conductor and 2 brakemen..We would work as a team to get the work done.As I noted we would ask for assistance from signal maintainers-their vehicle or request a cab and a lot of times we would set the car out at the nearest siding..The tools we needed was carried in the caboose.
That is true.
As far as walking on the track-or the gauge as you put it yes there was times when that would be done such as industrial sidings where we would walk ahead of the train looking for derailment and other hazards also we would step in between the cars to connect air hoses,open/close the air valves,open a coupler or stand on the second track to past a hand signal before swinging on to the car..
The current training is to leave the broken knuckle where it falls, which is usually in the gauge. There's a difference between stepping in the gauge to couple an air hose and walking down the middle of the track. It's against the rules walk in the gauge. That will earn you a swift and stinging rebuke if someone sees you. It's a great way to run yourself over. In a majority of fatalies, the employee is hit by his own train.
I don't believe todays younger railroaders could hold a candle to those old hard boiled railroad men who learn the ways of their trade from harder old line railroaders that learned their lessons well from their peers....
With respect, that works both ways. I agree, alot of newbies don't have the same skill as the old heads. Heck, they don't have the same skill set I do, and I only hired out 8 years ago. I was fortunate to have some wise railroaders teach me some of thier tricks.
It's also not the same railroad, I hired out on. And it's definately not the railroad you or my father hired out with. Many of the old head practices that management, endorsed or overlooked are now banned. And those bans are actively enforced. I've been to far too many trials of old heads that refuse to adapt.
Nick
Take a Ride on the Reading with the: Reading Company Technical & Historical Society http://www.readingrailroad.org/
When on the PRR did ya ever head west to Ft.Wayne? Kevin
Ibflattop wrote: Brakie ( Larry). What RR did you hire out on and what years did ya work for them? If ya don't mind me asking? Kevin
Brakie ( Larry).
What RR did you hire out on and what years did ya work for them? If ya don't mind me asking? Kevin
Kevin,I don't mind at all..I hired out as a brakeman on the PRR in 1966 and was laid off from the great PC in 68.I hired out as a brakeman on the C&O under the Chessie banner in 1978..Fred took my job in 1984 under the CSX banner..
Recall none of the Chessie roads was merged so technically I worked for the C&O.
PRR/PC is where we changed out couplers but,never on the C&O.
What RR did you hire out on and what years did ya work for them? If ya dont mind me asking? Kevin
Remember in those days we has a conductor and 2 brakemen..We would work as a team to get the work done.As I noted we would ask for assistance from signal maintainers-their vehicle or request a cab and a lot of times we would set the car out at the nearest siding..The tools we needed was carried in the caboose.Of course thats where the coupler and spare knuckles was kept as well.I help replaced more knuckles then couplers..As far as walking on the track-or the gauge as you put it yes there was times when that would be done such as industrial sidings where we would walk ahead of the train looking for derailment and other hazards also we would step in between the cars to connect air hoses,open/close the air valves,open a coupler or stand on the second track to past a hand signal before swinging on to the car..
There is/was a lot more to railroading then most know back then.No doubt you read the glory stories and the fun part of railroading but,I suspect very little has been written about the hardships and the hard work involved.
I suppose with todays 2 men crews the coupler is no longer replace because it was a 3 men job.No offense but,I don't believe todays younger railroaders could hold a candle to those old hard boiled railroad men who learn the ways of their trade from harder old line railroaders that learned their lessons well from their peers....I was never disillusion about the long hours and tough work I was entering at the age of 18 called railroading.There was no starry eyed glamor to it and like all new hire brakemen before me,I had my share of hard knocks and lessons learned in the course of learning the trade..
I also seen a old line C&O conductor use a spike as a wedge to bring a raise a low coupler was causing us problems by coming uncoupled.
BRAKIE wrote: Guys,We did in fact replace couplers as well as the knuckles.
Guys,We did in fact replace couplers as well as the knuckles.
I've replaced knuckles. Not fun, but doable for one man.
But, how on earth did you replace the drawhead? I couldn't image replacing the drawhead, inserting the cross key, and installing the keeper wedge, line of road. Did you actually carry all that stuff? I've seen drawheads replaced, and the car department always uses at least two guys and some sort of crane to lift and position the drawhead.
Busted knuckles are usually left in the gauge of the track. Why? Because that's where they fall and it's out of the way. You're not suppose to be walking in the gauge.
A broken knuckle is more common on long trains then short ones, and in todays world it happens pretty frequently with big horsepower. I've changed a few knuckles myself over the years, but we never changed a drawbar. If a drawbar breaks the car is usually set out at the next available location so the carmen can replace it, those things weigh about 300 lbs.
Another way we used to avoid carrying a knuckle was to close the angle **** at the break and recover the air, the engineer would then drop off a spare knuckle on the ground. Then he would pull ahead until the conductor reached the knuckle. If the broken knuckle was on that end of the car he was riding, he would replace it there. If it was on the end of the car left back at the break location he would pick up the coupler and put it on the cross-over then back up to the other car. Saved carrying knuckles.
Dave.
I have been lucky and only had to replace the Knuckles( the moving part) to the coupler. The knuckles are 70lbs. If its the couplier breaking at the shank its the Car Departments then.
Kevin
cacole wrote: I'm not so sure a train crew would be going around replacing couplers, considering how heavy one would be, and I doubt that trains carry extra couplers.
I'm not so sure a train crew would be going around replacing couplers, considering how heavy one would be, and I doubt that trains carry extra couplers.
Actually, locmotives have "pockets" which hold both parts of the knuckle part of a coupler.
Most of you are confusing a coupler with a drawbar. Couplers will and frequently do break when there is too much strain on them, and it is a pain in the *** to replace them, so engineers try their best to use good train handling skills. A coupler can break. The part that breaks is the piece that moves, although im not sure of the exact name. The ENTIRE coupler, and part that extends into the car is called a drawbar. When you pull a drawbar...well your pretty much S.O.L.
What crews will sometimes do, especialy if they are in TWC territory and have a work through warrant, bring the train up to the break into the siding, cut off the power, run around on main back to either A. End of cut of cars or B. Rest of train, depending on break point. That way they arent dragging a 50-100 pound knuckle component 70+ cars on a coal drag.
Yes it is prototypical to put some around places on your layout. But weather it down first and make it look worn, dont just throw a random one down.
One of the requirments of a railroad conductor is that they can lift objects up to 100 pounds, such as a knuckle.
Mechanical Department "No no that's fine shove that 20 pound set all around the yard... those shoes aren't hell and a half to change..."
The Missabe Road: Safety First
I don't know about today but,as a brakeman I help replace several broken couplers.
Heres the way we would do it..IF possible we would get a company signal maintainer or track supervisor to drive to our location and haul the coupler to the car..If this wasn't possible we would carry the coupler..However some times we lucked out and there would be no spare coupler..That was easier because we would set the car out either by pulling ahead to the nearest siding-including industrial siding or if we couldn't do that we would use the engine from a following train and push the car to the siding..Some times we would have to wait on a carmen to arrive with a new coupler if the next following train was hours away.
Thanks for the insight Kevin. Does the whole coupler get replaced, or is it just the knuckle?
Dave
I've read that train crews have to routinly replace broken couplers. Is it very common for them to break? What causes them to do that? Would it be prototypical to place a broken coupler in the weeds along the track on my layout?