If your leader does not have dynamics, then the train does not. One does not leave a terminal with cut-out or defective dynamics on the leader. Just common sense.
In certain territories, the leader must have dynamics or the train cannot depart. This is especially true with a DPU train. Maybe cheap short lines (and PGR) cannot afford dynamics, but normal railroad's have them.
I worked for Metro-North RRas a Locomotive Engineer out of Grand Central Terminal from 1975 to 1980 and all the newer stainless steel cars M-1's to M-8's inclusive (including similar cars on the Long Island RR use Dynamic braking from their maximum speed of 100 MPH down to almost a stop.
The controller has seven notches for braking and four for power labelled B1 thru B7 and one notch beyond to dump the train in emergency and P1thru P4 they also apply the composition brake shoe packs to no more than 9 to 10 PSI until the DB starts to fade around 10 MPH at which point the air brake increases to a maximum of 72 PSI the finish the stop.
All of the M series cars a electrical MU control for power and braking with an emergency brake valve in the cab if the train fails to respond properly.
This includes all m series car on both the old NYC and the old NY,NH&H RR as well as the Long Island RR.
Jim
cptrainmanDBI ( Dynamic Brake interlock): Prevents the application of the independent brakes when an automatic brake is set while in DB. Kind of like an automatic bail. This does not function when an penalty or emergency brake occurs.
Could you please explain "penalty braking" for me? Thanks.
WSOR 4050-series engines (ex-MoPac non-dynamic SD40-2s) have brandy-new control stands, with dynamic controllers. We can control dynamics in other units from these.
I think Western Maryland had a similar setup on their non-dynamic equipped engines.
Mike WSOR engineer | HO scale since 1988 | Visit our club www.WCGandyDancers.com
JustWonderin' Could you please explain "penalty braking" for me? Thanks.
Really simple version: Certain traffic control systems communicate their status with the locomotive. If the engineer does not acknowledge a message from the system, the locomotive portion of the control system initiates a brake application - a "penalty application" - which will stop the train.
Many locomotives are equipped with a timer system wherein if engineer does not move a control (brake, throttle, horn, etc) for a specified amount of time, the brakes will automatically be applied. Those systems do provide a visual, then an audible warning, at which time the engineer can reset the timer, usually with a pushbutton or "whisker."
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68 JustWonderin' Could you please explain "penalty braking" for me? Thanks. Really simple version: Certain traffic control systems communicate their status with the locomotive. If the engineer does not acknowledge a message from the system, the locomotive portion of the control system initiates a brake application - a "penalty application" - which will stop the train. Many locomotives are equipped with a timer system wherein if engineer does not move a control (brake, throttle, horn, etc) for a specified amount of time, the brakes will automatically be applied. Those systems do provide a visual, then an audible warning, at which time the engineer can reset the timer, usually with a pushbutton or "whisker."
I'll add a bit.
A penalty brake application takes the brake pipe pressure all the way down to zero, but unlike an emergency brake application, it does it at a service rate, so it is a bit more of a controlled stop and the train has to come to a stop before the brakes can be released.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
tree68 Many locomotives are equipped with a timer system wherein if engineer does not move a control (brake, throttle, horn, etc) for a specified amount of time, the brakes will automatically be applied. Those systems do provide a visual, then an audible warning, at which time the engineer can reset the timer, usually with a pushbutton or "whisker."
Thanks, Tree68 and Oltmannd. I'd heard of brakes being set if the engineer didn't do certain things in a timely fashion, but didn't realize that this was the terminology. I appreciate it.
An attempt to enlighten with a few chunks of Penalty Brake Applications snippets of know-how:
Early 1980's: procedurally, locomotive brake equipment got some electrical signal saying your train is operating badly, shame--puishment be your fate. The air brake equipment initiated and completed a train and engine brake application which could not be eradicated until the badly happening thing was corrected.
Locomotive running too high above it's max. speed rating or the specified speed of: some block system read restricting block signals or some curve speed restriction system, or some sytem governed by the actions or reactions of the engr who maybe...dozed off...I hope you haven't had the experience.
Penalty Brake Applications, during the time I write about , usually resulted from some electical snafu, not real time, train operating screw-ups.......
Penalty brake applications originated, my understanding, were initiated technologicaly, because break in twos if the locomotives tractive effort wasn't diminished would cause other break-in-twos. FT EMD engines, way too strong for the contemporary couplers in general freight service were limited by the PCS (penalty Control Switch).
Non-dynamic brake engines do not have DB operating equipment on their control stand - without the equipment they cannot use the DB that may exist on trailing engines.
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