runaways

[Anonymous]

are most of the runaways caused by human failures or equipment failures ? does anyone have an experience they could share ?

[Anonymous]

I hate to admit it, but most run-aways are due to some human error. Though some of the biggest have been due in a large part to equipment problems like the one by the Cahone Pass (forgive the spelling). There, a hard run-in of the 'slack' (engineer error?) caused a pinching of the brake-pipe hose behind the units, thus the engineer could not set any automatic air, or put the train into 'emergency'. The one near run-away I was on,on our Cascade Mtn. area was the result of the 'hog-head' 'going after the air' (automatic air) too much, and too often. He 'pissed away' his train line air, thus not having enough built up quickly enough to actuate any real braking when he again aplied the 'automatic' brake valve on the consol. The 'dynamics' on our consist were going in and out, (equipment failure) but he was finally able to recover enough air to get the train slowed by releasing the air, 'jacking up' the independent air, then reapplying the automatic to get the train slowed...Hommie

[Anonymous]

Tell me Bruce just how did the "Hoghead" jack up the independent air?How heavy was the train?What %grade?How many locos?

[Anonymous]

Hello wkhey...'jacking-up' the independent air valve on the engineers console used to be done on our 2.2% grade in the Cascade Mtn. range. Our near runaway was on said grade between Scenic and Skykomish Washington. An 'allen-head' wrench was needed, and inserted into the end of the valve and turned in what direction I forget, to increase the independent pressure to hold the train when stopped to enable charging the air brake system before a long decent. Other methods were backing-in to the train while stopped, or setting 'retainers' as you probably know. Backing-in, and allen-head wrenching were strongly discouraged as you probably guessed. The former being extremely hard on Traction-Motors etc. But under difficult circumstances on Mtn. grade, you might need to be a little creative. The locomotives I believe were of the GP-30 variety, but it was some years ago and I have forgotten some of the details...Take Care...Hommie

[Anonymous]

Morning Bruce"Hommie" Yes am aware of the practices,totally agaist the rules but we do what needs doing.Have worked the Moffat Div.on what use to be the old D&RGW now U.P.Don't want the brakemen in your case or the conducter now-adays to have to set 50% of the hand-brakes while waiting for the air to recharge,do we now.

[Anonymous]

Did that give you flat wheels on the consist? Glad your engineer was able to control the train, however it still was a rule violation incident. Yes or no without details, was any discipline assessed? What pound brake pipe setting was it?
Not being nosey, just curious. Thanks, Don

[Anonymous]

We got some 'slag' on the wheels, and on our Mtn. division, we carry 110 lbs. brake pipe vs 90 usually like most everyone...Hommie