NP Red wrote:This is a little off the subject but awhile back I read a post in which an engineer was saying that he would have the AC locomotive in notch 6 or 7 before releasing the train brakes. This was a heavy coal drag, I think. I would love to hear some of the tricks that you engineers have used to get a train moving. I bet there are things the management doesn't aprove of, too.
If you're running all GE locomotives, and are going to 'release' from a service application, that will work. If you're running EMD's, you will get scrap metal somewhere.
zardoz wrote: Engineers are wrong as often as anyone else. Each of us has our areas of relative expertise. That's why a good dispatcher will consult with an engineer if he has any questions about how to plan a meet or overtake; and a good engineer will consult with the dispatcher if there is any question as to how trains are to be blocked, prioritized, etc. FYI: I left railroading years ago, and am now a truck dispatcher. I frequently ask my drivers about what would be the best way to do certain runs. The drivers are the ones actually at the customer location; they see what is going on; they are familiar with the territory; they know what their truck can do and cannot do; that's why I ask their advice. Sometimes they will ask me why I am routing them a certain way, and I always take the time to explain why (customer priority, late shipments, etc).
Engineers are wrong as often as anyone else. Each of us has our areas of relative expertise. That's why a good dispatcher will consult with an engineer if he has any questions about how to plan a meet or overtake; and a good engineer will consult with the dispatcher if there is any question as to how trains are to be blocked, prioritized, etc.
FYI: I left railroading years ago, and am now a truck dispatcher. I frequently ask my drivers about what would be the best way to do certain runs. The drivers are the ones actually at the customer location; they see what is going on; they are familiar with the territory; they know what their truck can do and cannot do; that's why I ask their advice. Sometimes they will ask me why I am routing them a certain way, and I always take the time to explain why (customer priority, late shipments, etc).
Tongue-in-cheek almost never comes across in the written word, my apologies if I misled you.
I was fortunate in my dispatching days to have some hot runners and savvy conductors who helped make my job easier. Having read hundreds of your posts, your skills and dedication to the industry can't be questioned. I wish you were still working in railroading.
RWM
....Zardoz:
Thanks for your reply. It sure does make sense if a train stalls on a grade, there would seem to be little chance to restart it {with the same power}, using any kind of trick. The power didn't get any stronger than right at the point of stall.
Quentin
Sometimes when a train "stalls out" it's simply due to the traction motors getting to hot from excessive amperage for too long of a time.
I have had to set the automatic brake brake,drop the generator field switch down,center the reverser and cool the traction motors down witht the cooling fan for the traction motors.This sometimes will get you going again.
Now starting on a grade without slack is accomplished with placing the throttle in about the 2nd or 3rd notch,releasing the independent brake (engine) then releasing the automatic (train) brake,and start pulling remembering your amperage rating.
We do this on "draped" trains coming west out of Bluefied,WVa.
And by the way.I've had GE's slip up on hills quicker than I have EMD's.GE's load much slower than an EMD.
Now I've had a second unit drop out (stall or die) while doing this before in Bluefield coming west,and 'hang on sally",grap some big air quick ,because you go backwards real fast if you don't catch it
Then check the problem out and try again.
At least in Bluefield you got the option to get a pusher
Collin ,operator of the " Eastern Kentucky & Ohio R.R."
mackb4 wrote: Sometimes when a train "stalls out" it's simply due to the traction motors getting to hot from excessive amperage for too long of a time.
This is also the reason for most traction motor failures during starting when tractive effort is at its highest. Overloading for too long of a duration.
Ted M.
got trains?™
See my photos at: http://tedmarshall.rrpicturearchives.net/
If the train stalls on a hill, taking slack will do no good. The tonnage is too much, no matter what you do. If you stall, the only way to move up the hill is to double (triple, whatever) the hill.
Some D/A MofW clown decided it would be a good idea to send a HiRail truck out to grease the rails. Didn't take long for that idea to shoot itself in the foot! Trains stalled everywhere, not to mention losing control going downhill!!! So much for Safety First!
Go back to dispatching trucks.
.
BigJim wrote: If you're running all GE locomotives, and are going to 'release' from a service application, that will work. If you're running EMD's, you will get scrap metal somewhere.BS!!!Go back to dispatching trucks.
No he's kinda right, if you have a heavy train stopped on a grade, with a few SD90's in your consist.... will rip her in half easy.
with a few SD90's in your consist
will rip her in half easy.
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