Here is the link for the manuals for several first

[wabash1]

I have read your scenario and i dont have the slightest clue what is continous service. It may be the fact we might call things differant than what you do. except for the fact of the continous service to me this sounds like this unit was a trailing unit and was busted like a box car when left. in this case i get on and make sure the hand brake is set.( dont want this thing to roll away on me yet) apply the independant brake and cut it in. then i would cut in the automatic and release. it should latch up since it was a trailing unit. do a brake test put the reverser in and be ready to go after i knock off the hand brake. and some one mentioned that he had a chance to drive a engine. I dont see how that is possible. i am a engineer and i have never driven a engine.

[Anonymous]

No TC, I wasn't trying to be touchy, I just wanted to point out that it wasn't completely mindless business running a loco. No, I'm not an engineer but I play one on TV hehehe. Just kidding. I was forced to hostle for about 5 months. Smoetimes the mechanical guys would cut stuff out messing with us or other hostlers that didn't have a clue would leave the engines standing in emergency, cut out in trail, with an angle cokk open, or one of my favorites to do to a new hostler would be to drop the TCC#1 or #2 breakers on a MAC and listen for the call to go out to the DSF for help. Whatever it is there is a lot that you need to know just to get the thing to move in some instances. These motors do have locks on the cab doors, but nobody ever uses them. Have even heard of bums stowing away in the cab. My friend walked in on this deal once in the middle of the night, bout scared him to death. Thank god I don't have to hostle anymore! Oh yeah, don't forget that there are valves that need cut in and one of them is not up on the controls either.

[Anonymous]

By the way, a LOT of those engines are no longer used (he Baldwins come to mind), and I can think of only two FMs still in reguler service (in Wilmington, NC and Beaufort, NC). I only meant it to be an interest to model railroaders. I myself was allowed to drive one of the three old Beaufort and Morehead Whitcombs (Also oonce located in Beaufort, NC). It was VERY easy.

[Anonymous]

P.S. I certainly meant no disrespect to engineers by that "half a brain" remark. The ones with half a brain are the ones who would try a stunt like that.
TC.

[Anonymous]

Touchee' Ironken. You smoked me on those technical questions, but if I had about 15 minutes to monkey around with the controls, I bet I could figure it out. You know, trial and error. It sounds like you are an engineer, so I'll ask the obvious, why aren't these units made more secure? That is, locked doors, or at least some sort of device to disable the unit completely while it is unattended. Like I said, as long as all the components are at hand, (reverser lever, brake handles, etc.) I would think that with enough time, unauthorized persons could get underway.
And yes, I did overlook ABS and "dark" territory on my comment about the dispatcher being able to stop a train. The recent incedent in Ohio comes to mind here...
Happy Holidays, TC.

[Anonymous]

T.C. Maybe you are right about the chillin' out part. I just don't see a need for the common joe to need loco serv. manuals. I will challenge you on the "anyone with half a brain," statement. I'm sure that a few engineers would take that as an insult. You are correct in that getting an engine under way is pretty simple business, if the unit is set up lead/cut in, not in emergency, and the unit is running. Anything further may be a little more complex. Still not rocket sceince, but you have to know what you are doing. Here are a couple of scenarios for you. Now be honest and don't cheat. I want your answers only. This first scenario is elementary and is very common in a yard where engines are serviced at a DSF and returned to a ready yard waiting to be coupled to a train. 1) you approach a single engine (say an sd40-2) get into the engineer's seat and notice that the independant is in release, the auto is in continuous service, loco is isolated, gen field switch is down. Now saying that you know what all of this means and you know what to cut back in (free hint), you still cannot get the thing to move. (free hint #2 the unit was left standing in emergency) you try to release the ind. and the auto. and still cannot get it to move, handbrakes are off. now what?
Simple, but not something that any monkey could figure out without a little training. Simple scenario #2) SD40's are common, you walk up to one that has been shut down we'll say for fuel conservation. Single unit, not MUed to anything, tell me how to start it, including the position of the various switches inside and out of the breaker panel behind the engineer. Very simple very straight forward. I'm not trying to be a ***. I just don't think that your statement was completely accurate.
What if there was a runaway on ABS, like Wabash questioned? The DS isn't gonna line crap.

[wabash1]

in abs territory how can a dispatcher route you into a siding? and i have seen and heard of a set of light engines being stole from a yard in st. louis. and the dispatcher was busy trying to line this guy into a clear and dead end track. when you haft to wait for a signal to time out before you can throw it, takes a little while.

[Anonymous]

I agree with TC, as one does not need the manual to plant a bomb in a train.

[Anonymous]

Chill out dude. I think that what he was looking for was just from a hobbyist angle. Anybody with half a brain can get into a locomotive and get it underway. As a teenage railfan in the '70's, The yard engineer would let me run the GP-9 all the time. No rocket science here. Cut in the generator field, reverser lever, brakes, no big deal. Besides, what kind of idiot terrorist would even try to hi-jack a train? It's not like you could take it anywhere you wanted. Within several miles the dispatcher would route it into a siding or some similar remedy.
T.C.

[wabash1]

oh yes i agree these manuals have been in production for years and sent out to book stores. i have seen this link before its nothing new. i can see a criminal now reading these manuals going to the round house and setting a engine up to blow up when you start to pull. ( wait to late they done did this that is why the GE engines blow up). or as i need the dynamic brake it kicks out so i dont have it. or when you try to set 400amps of dynamic it comes on all the way .( oh wait to late they got ahold of the sd 50s. they only know wide open and off.) Maybe it might be to give us no brakes when grabbing air. by dumping the air in the system from somewhere in the train. ( oh no that already happens to its called a shooter). Well no need to be worried they all ready been to the railroads and screwed up the trains now. and we know why. I guess i wont go to work today til they find these criminals. hey just a thought. they have repair manuals for cars and trucks, i think we should hide we are doomed.

[Anonymous]

This is great. Lets make manuals widely available so unfriendlies know just how to sabotage our railroad. Answer me this: what the heck do foamers or anybody else that does not service these units need a locomotive manual for? Most of you will never set foot in one, much less ever run one. Most engineers don't even care to read them. This info is for the railroad's mechanical forces, not the general public!!!!!!!!!!!!!!!!!!!!!! This really fries my ***, while you guys are making these manuals available to everybody, I'm the guy that has to ride on this stuff and hope nobody screws with it. The RR is an easy target, and this just makes it that much easier. Thanks........

[Anonymous]

www.rr-fallenflags.org/manual/manual.html