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Mook- It could be a lot of things. For example, even though an 130 car loaded unit coal train is huge and heavy , if properly handled it can move uniformly almost gracefully. The coal hoppers are alike and weight almost the same amount so when the brakes are applied the amount of slack action in the train is relatively small. Thus, there is usually less noise. Also, the coal loads tend to muffle the noise. Compare that to a mixed freight train of the same 130 cars. There are 20 loads of grain at the head end followed by 50 empties followed by 15 loaded propane tanks (that slosh like the devil) and 10 loaded centerbeams of lumber and five more empties. Many of these cars are of different lengths, weights and brake valve types. Apply the brakes on this train and there'll be all sorts of slack banging around for a few minutes (yes, minutes, not seconds) by the time you get 'em stopped. Also, as you mention the engineer could be having a bad day or he could be trying to get the train stopped at a certain spot and need to give them a bit more of an application faster to get the train stopped. On stopping I always go to full service to make sure not only that the train stops, but that it stays put and then we can start tieing handbrakes (me on the locos and the conductor on cars where required by the rules). If it's a step on step off with the new crew it isn't as much of an issue, but I always do what is necessary to keep it safe... LC
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