Engineer

[JOHN DEAN]

When CN runs a unit through Marshfield, WI.....

The unit has 3 Locomotive pulling, and 1 Locomoitive pushing, how many Engineers are required?

[BaltACD]

JOHN DEAN

When CN runs a unit through Marshfield, WI.....

The unit has 3 Locomotive pulling, and 1 Locomoitive pushing, how many Engineers are required?

Presuming that the CN is using Distributed Power for the pusher - One Engineer.

[tree68]

JOHN DEAN

The unit has 3 Locomotive pulling, and 1 Locomoitive pushing, how many Engineers are required?

To expand on Balt's answer - a number of locomotives can be connected (MU'd or multiple unit) so they operate as one.  

This is actually how the early F units were designed to work - an A and B unit were originally connected with a drawbar.

There are limitations on how many locomotives can work together.  I'll let someone else address that, if you like.  Back in the day it was not unusual to see a half dozen locomotives all together, all on line.  Nowadays, if you see more than two or three, the rest will likely just be along for the ride.

As Balt notes - if the train is using distributed power (DPU), the engineer in the lead unit controls the rear (or mid-train) units via radio.  

If the unit on the rear was added as a helper for some short grade (there are still some few helper districts), it will have its own engineer.  

 

[Deggesty]

With the mention of helpers comes another question: Is there a second man on a helper who uncouples the helper when its task is done? If so, is he a brakeman?

[BaltACD]

Deggesty

With the mention of helpers comes another question: Is there a second man on a helper who uncouples the helper when its task is done? If so, is he a brakeman?

On CSX there is a brakeman that is on the Helper crew.  He is not designated as a Conductor.  In Helper Districts, a device known as a 'Helper Link' permits Helpers to cut off on the fly.  With Helper Link the air connection between the train and the helper is a electronic one.  Air on the train is handled by the Engineer on the lead locomotive.  Without Helper Link, the train must be stopped and anglecocks turned to allow separation without placing the train in emergency, as without Helper Link the Helper's air line is physically connected to the train's air line.

[Deggesty]

Thanks, Balt. I take that there is still a brakeman who puts the Link to work.

[nyc#25]

When I worked for Conrail we were only allowed to have 24 traction motors on line.  Anymore than 24, it was feared, would put undue strain on knuckles and draw bars.

[CSSHEGEWISCH]

nyc#25

When I worked for Conrail we were only allowed to have 24 traction motors on line.  Anymore than 24, it was feared, would put undue strain on knuckles and draw bars.

 

I've seen that limitation in the Special Instructions of Penn Central employee timetables.  It was also stated that motors were not to be isolated to get down to that number.

[BaltACD]

CSX Helper Instructions - between Cumberland & Grafton

CSX Mountain Sub TTSI

5. INSTRUCTIONS RELATING TO AIR BRAKE AND
TRAIN HANDLING RULES
5559 STEEP GRADE (1% OR MORE) TRAIN HANDLING
1. Unit Trains:
For head-end movement only, the allowable speed is 15
MPH while descending the following grades:
BA 207.8 and BA 223.0 - Seventeen Mile Grade
BA 242.3 and BA 252.3 - Cranberry Grade
BA 255.1 and BA 259.3 - Cheat River Grade
BA 262.0 and BA 267.4 - Newburg Grade
2. All Trains – If speed cannot be maintained at or below
the authorized speed for the train descending the
grades listed above:
A. The train must be stopped immediately by making an
emergency brake application of the air brakes including the
operation of the two-way EOT emergency toggle switch.
B. The train dispatcher must be contacted.
C. After stopping a minimum of 50% of train hand brakes
must be applied before the recharging procedure is initiated.
D. The brake pipe must be recharged for a minimum of 20
minutes. The rear car air pressure must be within 5 PSI of
the pressure shown on the HTD when the head end of the
train began the descent.
E. After recharging the air brake system to the required rear
car air pressure, a 6 to 8 pounds brake pipe reduction must
be made. After the brake pipe exhaust ceases, each car will
be visually inspected to determine the brakes are applied,
piston travel is within standards and brake shoes are against
each wheel.
F. The train may proceed only after being authorized by the
Road Foreman of Engines or the Trainmaster. If needed,
hand brakes may be left on the train to supplement train air
brakes descending the remainder of the grade. To prevent
sliding of wheels, avoid leaving hand brakes on any empty
cars.
Note: Should the train separate, hand brakes must be
applied to each portion of the train to hold each section on
the grade.
G. Stopped on Grades – When recharging the train air brake
system on descending grades of 1% or more, recharge the
brake system for a minimum of 20 minutes.
Note: During temperatures less than 32 degrees or
inclement weather, additional charging time may be required.
Trains must not proceed until the brake pipe is properly
charged.
3. Train Brakes – Engineers are prohibited from making a
running release of the train air brakes on all trains at the
following locations:
BA 207.8 and BA 223.0 - Seventeen Mile Grade
Engineers are prohibited from making a running release of
the train air brakes on unit trains. Mixed manifest trains may
make a running release if the tonnage of the train is less
than 4,800 tons. These restrictions apply when the head end
of the train is between the following locations:
BA 242.3 and BA 252.3 - Cranberry Grade
BA 255.1 and BA 259.3 - Cheat River Grade
BA 262.0 and BA 267.4 - Newburg Grade
4. Descending Seventeen Mile Grade (BA 207.8 – BA
223.0)
A. Engineers of trains over 5,000 tons will reduce power to
permit the train to pass the summit of the grade at BA 223.1
at no more than 10 MPH.
B. As soon as train speed starts to increase, a minimum
reduction of brake pipe pressure will be made and the
dynamic brake applied.
C. Further reductions of the brake pipe pressure and
modulation of the dynamic brake will be used to control train
speed.
5. Eastward Manifest Trains -
A. Eastward Manifest Trains without rear-end helpers will not
exceed 5,000 tons ascending Newburg and Cranberry
grades.
B. Eastward Manifest Trains exceeding 5,000 tons with rearend
helpers operating from Grafton to Piedmont must have a
minimum of 10 loaded cars on the head end of the train and
a minimum of 8 loaded on the rear end of the train. The
loaded cars must weigh 70 tons or greater and must not be
cars 80 feet or longer.
C. Manifest Trains exceeding 7,000 tons must have the
helper cut-in the train at a point where the head end tonnage
does not exceed 7,000 tons. The eight cars preceding the
helper must be loaded cars weighing 70 tons or greater and
must not be cars 80 feet or longer.
6. Westward Trains –
A. Westward Trains other than solid empty hopper and
loaded unit trains ascending the following grades without a
rear end helper must not exceed the following tonnage:
1. Seventeen Mile Grade – 3,500 tons
2. Cheat River Grade – 4,500 tons
B. Westward empty hopper trains and loaded unit trains
ascending the following grades without a rear end helper
must not exceed the following tonnage:
1. Seventeen Mile Grade – 4,500 tons
2. Cheat River Grade – 4,800 tons
C. Westward Manifest Trains ascending Seventeen Mile
Grade that exceed 5,000 tons require a two unit rear end
helper.
Note: One AC unit will be considered the same as a two unit
helper.
D. Westward empty unit trains ascending Seventeen Mile
Grade without a helper must not exceed 130 cars.
E. Westward empty unit trains between 116 and 130 cars
that stall while ascending Seventeen Mile Grade will not
attempt to restart the train without a rear end helper unless
authorized by the Road Foreman of Engines or the
Trainmaster. If instructed to attempt a restart, the engineer
must first review Rule 5651 for proper understanding and
application.
7. Dynamic Brake Requirements
Before descending the following grades, each locomotive
used to meet the equivalent dynamic brake axle shown
below must be tested to ensure the dynamic brakes are
operating.
Trains descending Seventeen Mile, Cranberry, Cheat River
and Newburg Grades at speeds of less than 20 MPH must
have the following minimum number of operating equivalent
dynamic brake axle values for the tonnage listed.
Note: The following Dynamic Brake values are for head end
only consists:
A) Less than 2,500 tons, a min of 4-axles operating in
Dynamic Brake.
B) Between 2,501 and 3,500 tons, a min of 6-axles operating
in Dynamic Brake.
C) Between 3,501 and 6,000 tons, a min 8-axles operating in
Dynamic Brake.
D) Between 6,001 and 8,000 tons, a min of 12-axles
operating in Dynamic Brake.
E) Over 8,001 tons, a min 16-axles operating in Dynamic
Brake.
8. Instructions for Specific Location
Beall Street – Eastward trains held at Beall Street must stop
west of the overhead bridge at BA 179.9 away from all
residences, and report arrival time to the train dispatcher.
5600 HELPER SERVICE
A. Helper Locomotives - used to shove the rear of trains on
the Mountain Subdivision are limited to 18 axles of power.
If a helper consist has more than 18 axles of power, the
helper must be cut into the train. The train dispatcher will
determine the exact location to cut the helper in the train
through communications with either the Road Foreman of
Engines or Trainmaster.
Amperage equivalents for AC locomotives are measured in
pounds of tractive effort. For the purpose of limiting power,
the following will govern:
1,000 amps = 120,000 lbs per AC locomotive
800 amps = 90,000 lbs per AC locomotive
650 amps = 72,000 lbs per AC locomotive
B. Helper Locomotive – Between Hardman and Terra Alta.
Manifest Trains – Helper engineers will limit power to 1,000
amps loadmeter reading, using trainline power reduction as
follows:
Number Axles Loadmeter Reading
12 No Limit
14 1225 Amps
16 1100 Amps
18 1000 Amps
20 925 Amps
22 850 Amps
24 800 Amps
C. Rowlesburg – Helper engineers assisting trains off the
siding at Rowlesburg, will use only sufficient power to start
the train. After the train is started, the helper will not exceed
the third throttle position until east of plant at McMillian.
D. Westward Helpers – Helper engineers assisting trains
between Piedmont and Altamont on No 1 Track will
endeavor to cut off before passing the westward
intermediate signal at BA 223.5 at Altamont and be governed
by the train dispatcher's instructions. If the helper passes the
Westward Intermediate Signal, the train dispatchers
permission must be granted before making a reverse
movement, as provided by Rule 509.1.
E. In-Train Helper - Eastward Trains with an in-train helper,
will cut the helper out at Rinard Siding.
F. Eastward Helpers - Helper engineers will begin reducing
the throttle in the vicinity of West End in order to have the
throttle in Position #1 or less in the vicinity of Tunnelton
Station. If further assistance is needed, the Helper Engineer
will communicate with the Head End Engineer. This does not
prevent the helper from shoving slack in at required
locations.
G. BA 280.0 - BA 223.0 - Helper Crews will have an EOT on
the locomotive consist attached to the coupler on the West
End Locomotive, and a brake stick must be available in the
locomotive. The batteries will be removed from the EOT.
Crews will keep charged batteries in the locomotive cab. If
the EOT fails on the train that is being shoved, crew will
change batteries on the EOT to prevent delay.
5655 INCLEMENT WEATHER TRAIN BRAKING
Locations of heavy snow operation on descending grades
averaging in excess of 1.25% or greater for more than 3
miles are listed below. Instruction governing these grades
can be found in Division Special Instructions:
MP Average Grade
BA 261.0 - BA 267.0 1.87%
BA 254.5 - BA 258.8 1.99%
BA 242.5 - BA 251.2 2.11%
BA 219.0 - BA 224.3 1.39%
BA 207.8 - BA 219.0 2.21%
Special Instructions for Snow Accumulation In Excess
of 18 Inches:
During periods of snowfall accumulation in excess of 18
inches, track where heavy descending grades are three
miles or longer, and 1.5% or greater, should be plowed with
a spreader or other plow when possible. Snowplows on
locomotives should only be used as a last resort, as they do
not move snow away from track structure sufficiently to
protect freight car braking systems. This plowing should be
done at least ten miles prior to and include the heavy
descending grade when possible. This is done ahead of the
grade in order that the brake system can be warmed by a
train brake application without re-icing prior to grade
descent.
When snow accumulations have exceeded 18 inches, no
trains, except light engines may descend these grades until
the following:
a) The grade and track 5 miles preceding the grade have
been traversed not more than 1 hour previous to additional
train movements, or
b) It has been determined that roadbed snow level does not
exceed 18 inches.
MP Average Grade
BA 207.0 - BA 223.0 1.50%
BA 242.0 - BA 269.0 1.50%

Getting trains up and down the mountains is fall off the log easy! [/sarcasm]