Doc Murdock wrote:Maybe this is dumb question of the day but I wondered if there is any restrictions to maximum length a train can be? I would think the longer the train, the harder it is to handle.
Never too old to have a happy childhood!
anb740 wrote: NS routinely runs 10,000' (and greater) trains around here.....and not just of the intermodal variety. I caught a "local" the other day going by my office with six engines and 184 cars of slop freight. I've seen the intermodals pushing 11-12,000' at times when business is good....it's cheaper than splitting the train into two sections requiring two different crews to run them. It's also a gurantee that the crew won't have to worry about ducking into a siding anywhere either!anb740
NS routinely runs 10,000' (and greater) trains around here.....and not just of the intermodal variety. I caught a "local" the other day going by my office with six engines and 184 cars of slop freight. I've seen the intermodals pushing 11-12,000' at times when business is good....it's cheaper than splitting the train into two sections requiring two different crews to run them. It's also a gurantee that the crew won't have to worry about ducking into a siding anywhere either!
anb740
SFbrkmn wrote: From what I heard about it, this monster test train had trouble the entire route as the radio signals from the dp units on the rear kept dropping out (the distance of the train no doubt played a part of this problem). Lots of so called trouble shooting and getting the bugs worked out before this type of operation is to be used more.
From what I heard about it, this monster test train had trouble the entire route as the radio signals from the dp units on the rear kept dropping out (the distance of the train no doubt played a part of this problem). Lots of so called trouble shooting and getting the bugs worked out before this type of operation is to be used more.
done with my best Spanish accent: DP units?! We don't need no stinking DP units!
I suppose DP units would have made running that monster a bit easier. But the detour trains we got we all 'head-end only' powered.
We made it all the way from Butler to Proviso without incident. But no sooner had the outbound crew started moving the train in Proviso, BANG went the air. The train stretched all the way from the east end of Proviso (near the IHB) to Grand Avenue to the north. It was, to say the least, a challenge to get that train over the road.
Doublestack wrote:I'll venture a guess that its Byron Hill south of Fond du Lac.
Doubtful. A steep hill to be sure, but it is short and simple. No hogbacks, no plateaus, just simple up or down.
On the former CNW line, we called it "Eden hill" as our tracks went through Eden, not Byron. Same difference. However, we didn't have the luxury of dynamics. We just dragged our trains down the hill and into town.
The worst part was when the distant signal for Tower NW was approach; then we had to be ready to stop for the tower, but if the tower signal was less restrictive than 'stop', we would have to kick off the air and hope we had enough air left to stop at the front of the Fond du Lac yard.
Joe H. (Milepost S256.0; NS Griffin District)
Pictures: http://anb740.rrpicturearchives.net
Youtube: http://www.youtube.com/anb740
beaulieu wrote: Take a guess where CN's toughest mainline grade between Vancouver and the Atlantic is. Nova Scotia.
Take a guess where CN's toughest mainline grade between Vancouver and the Atlantic is.
Nova Scotia.
Which does explain why CN still buys mostly DC traction motor diesel locomotives even on new orders. The CP route through the Rockies have long, steep grades, hence the reason why CP were among the early adopters of the AC4400CW locomotive.
zardoz wrote: Many many moons ago, during a Native American dispute in Canada, the CN detoured trains throught Chicago on the CNW. I got stuck running one of those 12,000' (10,000 ton) IM monsters (complete with 4 SD40-2W WITHOUT dynamic brakes. What a pain to run!! It was my first experience with anything Canadian-railroadish, as I was shocked that a railroad that runs in Canada would have ever even considered having units without dynamics! The CNW, yes, but not a Canadian railroad.
Many many moons ago, during a Native American dispute in Canada, the CN detoured trains throught Chicago on the CNW. I got stuck running one of those 12,000' (10,000 ton) IM monsters (complete with 4 SD40-2W WITHOUT dynamic brakes. What a pain to run!!
It was my first experience with anything Canadian-railroadish, as I was shocked that a railroad that runs in Canada would have ever even considered having units without dynamics! The CNW, yes, but not a Canadian railroad.
Slack is not easy to figure because of the articulated five and ten packers which may be in the consist.
Yes, the power is split.
.....What would be the length of slack between run in and fully out on a 10,000 ft. intermodal train....?
Do they split up the power with some back in the consist....?
Quentin
UP also has experimented with long intermodal trains during the past year. The eastbound train (don't recall its route) was in excess of 13,000 feet until it reached Global 3. I don't think the westbound train was quite that long, but it was still over two miles. These were basically two trains being run by one crew. It couldn't have been enjoyable for anyone involved (except for some trackside bean-counters, perhaps).
I remember some of those Canadian trains, Jim. I didn't have to deal with 'em, so I loved 'em--lots of exotic equipment I'd never seen before.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
traisessive1 wrote:CN has done major siding expansions and regularily runs trains up to 12400 ft (most are 9-10 thou). Some without dynamics ... the engineers have fun with those beasts. But if you want to see 10,000 foot trains ... come watch CN out west anyday. And it's not just intermodals ... CN runs anything at 10000 ft.
10000 feet and no dynamics? Today is going to be a good day ...
Somehow I don't see that train taking any sidings. I bet the dispatchers and yard masters are reaching for the aspirin bottle about now, too.
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