HYNDMAN, Pa. — Firefighters are battling a blaze from a derailed CSX Transportation freight train early Wednesday morning. An eastbound CSX Transportation freight train derailed just west Hyndman, between Bedford, Pa., and Cumberland, Md., ea...
http://trn.trains.com/news/news-wire/2017/08/02-csx-derailment-and-fire
Brian Schmidt, Editor, Classic Trains magazine
178 cars, 10,600 feet, 18,200 tons, 5 engines 3 dead in tow. key train...
Never too old to have a happy childhood!
Probably trying to get a place to sort the cars out.
Was the train decending the g rade? Do Dynamics work even if the prime mover is shut down?
Modeling the Cleveland and Pittsburgh during the PennCentral era starting on the Cleveland lakefront and ending in Mingo junction
ruderunnerWas the train decending the g rade? Do Dynamics work even if the prime mover is shut down?
No - prime mover has to be running to provide cooling air to disapate the heat that gets generated by dynamic braking.
Hyndman is the bottom of the East slope of Sand Patch grade.
No assertions yet that this was a runaway.
What is a Chicago to Selkirk train doing SE of Pittsburg on the old B&O ??????
slotracerWhat is a Chicago to Selkirk train doing SE of Pittsburg on the old B&O ??????
My sources indicate the train was Q388 - in my working days it was Chicago to Selkirk, via Willard, Cumberland, Baltimore & Philadelphia.
Here is some raw video:
https://www.youtube.com/watch?v=YueUmjW1Sss
BaltACD slotracer What is a Chicago to Selkirk train doing SE of Pittsburg on the old B&O ?????? My sources indicate the train was Q388 - in my working days it was Chicago to Selkirk, via Willard, Cumberland, Baltimore & Philadelphia.
slotracer What is a Chicago to Selkirk train doing SE of Pittsburg on the old B&O ??????
I had heard that Mr. Harrison was studying running some NY trains on the ex-B&O to see if the Water Level Route could be single tracked, but you seem to be indicating that CSX was already running trains over Sand Patch to Selkirk. Why would CSX have taken such a long and hilly route, when they already had the Water Level Route?
MidlandMike BaltACD slotracer What is a Chicago to Selkirk train doing SE of Pittsburg on the old B&O ?????? My sources indicate the train was Q388 - in my working days it was Chicago to Selkirk, via Willard, Cumberland, Baltimore & Philadelphia. I had heard that Mr. Harrison was studying running some NY trains on the ex-B&O to see if the Water Level Route could be single tracked, but you seem to be indicating that CSX was already running trains over Sand Patch to Selkirk. Why would CSX have taken such a long and hilly route, when they already had the Water Level Route?
To allot more space for Intermodal's on the Water Level Route
Why not? The train doesn't carry Selkirk blocks out of Chicago, so why is there an issue with the routing?
An "expensive model collector"
Are we to understand that the train only had 2 operating locos and 3 dead locos going down sand patch ? Balt what is the equivalent axel limit for dynamics going down Sand Patch ? If some of the dead could have been on line just for dynamics ? ? ? Another penny wise pound foolish example ?
Oh wait --- Operator error ? Nuts.
Not sure about today, but at one time there were two Chicago - Selkirk trains so it would make sense that one would handle Selkirk blocks (Albany and Boston) while the other would be a long manifest with multiple drops and pickups and it ends in Selkirk with Cumberland, Philly, and other traffic.
Ed
blue streak 1Are we to understand that the train only had 2 operating locos and 3 dead locos going down sand patch ? Balt what is the equivalent axel limit for dynamics going down Sand Patch ? If some of the dead could have been on line just for dynamics ? ? ? Another penny wise pound foolish example ? Oh wait --- Operator error ? Nuts.
Since EHH's operating practices pronouncements I don't know what is actually being done. When I was working, if the head end power did not have sufficient Dynamic Braking ability - either the rear end helper that assisted the train from Connellsville to Sand Patch would stay on the train down to Hyndman for additional braking power; or a helper headuqarted at Cumberland, after assisting at train from Hyndman to Sand Patch would attach to the Eastbound train needing additional braking and assist the train back down the grade to Hyndman. When necessary both the strategys could be used on the same train if necessary.
MP173 Not sure about today, but at one time there were two Chicago - Selkirk trains so it would make sense that one would handle Selkirk blocks (Albany and Boston) while the other would be a long manifest with multiple drops and pickups and it ends in Selkirk with Cumberland, Philly, and other traffic. Ed
Selkirk traffic runs on two trains out of Chicago. Q392 carries the traffic out of the BRC, while Q368 carries it out of Barr. Q388 does not pick up a Selkirk block until the train reaches Lordstown, Oh.
BaltACD blue streak 1 Are we to understand that the train only had 2 operating locos and 3 dead locos going down sand patch ? Balt what is the equivalent axel limit for dynamics going down Sand Patch ? If some of the dead could have been on line just for dynamics ? ? ? Another penny wise pound foolish example ? Oh wait --- Operator error ? Nuts.
blue streak 1 Are we to understand that the train only had 2 operating locos and 3 dead locos going down sand patch ? Balt what is the equivalent axel limit for dynamics going down Sand Patch ? If some of the dead could have been on line just for dynamics ? ? ? Another penny wise pound foolish example ? Oh wait --- Operator error ? Nuts.
Is there any news or evidence indicating that this train was running away when it derailed?
Here are the rules for going over the Sand Patch from the CSX Cumberland Division Employees Timetable. MP 188 through 204 is the area in question. See Section 36 to the end.
Keystone Subdivision Special Instructions relating to operations on grades.
CSX Baltimore Division Time Table - April 1, 2015 4466 PLACING EMPTY CARS IN TRAINS Empty Car Placement Train Classification Instructions for Manifest Trains: Empty cars 80 feet and longer (other than a box car) must be placed in the train in such a location that the trailing tonnage behind these empty cars does not exceed the amount listed below. In territory where helper locomotives are used on the rear of the train, their tonnage rating should be subtracted to the trailing tonnage listed below when determining the location for the restricted car(s): Between Direction Tonnage Hyndman & Sand Patch Westward 3,500Between Direction Tonnage Connellsville & Sand Patch Eastward 5,100 Connellsville & New Castle Eastward & Westward 13,300 Empty Car Placement Instructions for Intermodal Trains Not Containing Military Equipment: Empty cars 80 feet and longer must be placed in the train in such a location that the trailing tonnage behind these empty cars does not exceed the amount listed below. In territory where helper locomotives are used on the rear of the train, their tonnage rating should be subtracted to the trailing tonnage listed below when determining the location for the restricted car(s): Between Direction Tonnage Hyndman & Sand Patch Westward 4,750 Connellsville & Sand Patch Eastward 8,500 Connellsville & New Castle Eastward & Westward 13,300 Car Placement Instructions for Intermodal Trains Containing Military Equipment: An empty single platform intermodal flat car which is 80 feet and longer must be placed in the train in such a location that the trailing tonnage behind these empty cars does not exceed the amount listed below. In territory where helper locomotives are used on the rear of the train, their tonnage rating should be subtracted to the trailing tonnage listed below when determining the location for the restricted car(s): Between Direction Tonnage Hyndman & Sand Patch Westward 3,500 Connellsville & Sand Patch Eastward 5,100 Connellsville & New Castle Eastward & Westward 13,300 Unit auto train loaded or empty do not have trailing tonnage restrictions. 4500 ENSURING AUTHORIZATION TO MOVE SHIPMENT Double Stack and Multi-Level Movements Unless otherwise authorized by the Clearance Bureau or Network Operations, the following are the maximum double stack and multi-level heights allowed on the main track and sidings. CSX Train Documentation will list this equipment as restricted and will show applicable height dimensions. MP Locations Double Stack Multi-Level Keystone SD 20'2" 20'2" 5. INSTRUCTIONS RELATING TO AIR BRAKE AND TRAIN HANDLING RULES 5406 B PROTECTING THE DIESEL ENGINE FROM FREEZING Maximum units on line If the temperature is less than 25 degrees Fahrenheit the following classes of locomotives must be kept on line with diesel engines running even if not needed: SW-15, MP-15, MP15T, U18B, B30-7. Other classes in the CSX fleet are equipped with an automatic rev-up feature to prevent damage and can remain isolated. 5502 A LIMITING TRACTIVE EFFORT To limit draft forces, the maximum trailing tonnage for westward trains handled with only head-end power will be restricted to 7,000 tons. 1. On grades where this tonnage will be exceeded, trains will have a rear-end helper. 2. If not on rear-end, the helper must be appropriately positioned as an in-train helper or, 3. The trailing tonnage must be reduced. 5559 STEEP GRADE (1% OR MORE) TRAIN HANDLING Brake Pipe Pressure – The brake pipe pressure on the rear of eastward loaded trains must be 75lbs or higher prior to passing over summit at Sand Patch. A running release of the train brake will not be made on eastward freight trains operating in this territory. When the total brake pipe reduction exceeds 18lbs on any eastward freight train operating Sand Patch to Hyndman, the train will be stopped. 30% hand brakes will be applied to the head end of the train to hold it on the grade during the recharge procedure. If needed, hand brakes may be left on the train to supplement air brakes while descending the rest of the grade. Avoid leaving hand brakes on any empty cars. Use of pressure maintaining valves – The controlling unit of the lead locomotive consist must be equipped with an operative pressure maintaining feature. Dynamic brake requirements: When possible, eastward trains having to add additional power to the head end of their train in order to comply with dynamic brake axles requirements to descend a grade must do so prior to passing Yoder, BF 218.4. If power cannot be added west of Yoder, the train must be properly secured while air brake test is performed. Train handling – Stretch braking is permitted for Eastward Trains: Cresting grade at Sand Patch and stopping and starting train Continuous Movement – As train crests grade, continue to use power and make a minimum reduction between 20 to 22 MPH. Then gradually reduce throttle and apply dynamic brake in such a manner to have speed between 25 and 30 MPH, passing BF 208.0. BF 191.1 to 202.0– Approaching BF 202.0, the grade becomes less severe and the speed restriction at BF 202.1 is reduced from 35 MPH to 30 MPH. Therefore, watch deceleration rate very closely, and apply power, if necessary, to keep speed between 25 and 30 MPH between BF 202.0 and BF 198.0. In the vicinity of BF 197.0, grade again increases and train speed will generally begin to increase. If this occurs, it may be necessary to apply dynamic brake or throttle to Hyndman BF 191.0. Then if conditions permit, release train brakes and handle the train in accordance with good train handling procedures. BF 202.1 to 208.0– In the vicinity of BF 207.0, train speed will gradually increase due to the heavier grade. When this occurs, make additional light brake applications, if necessary, modulating the dynamic brake to hold speed between 32 and 34 MPH, between BF 206.8 and BF 202.1. 5559 LOADED UNIT TRAINS Keystone Subdivision 1.0% to 1.5% Grade Requirements: Tonnage 20 MPH Min. EDBA 25 MPH Min. EDBA 30 MPH Min. EDBA 16,001 - 17,000 14 17 20 17,001 - 18,000 15 18 20 18,001 - 19,000 16 18 20 Keystone Subdivision 1.151% to 1.75% Grade Requirements: Tonnage 20 MPH Min. EDBA 25 MPH Min. EDBA 16,001 -19,000 18 20 Eastward trains exceeding 19,001 tons must descend the grade from Sand Patch, BF 211.0 to Hyndman, BF 190.2 at speeds not exceeding 15 MPH. 5600 HELPER SERVICE All trains operating with the helper locomotives on the Keystone SD will be governed as follows: Westward: Unless equipped with a "helper link", helper locomotives assisting westward trains out of Hyndman will not detach until they are west of Petenbrink Road Crossing, BF 217.2. If they are "helper link" equipped, they may detach once they are west of Manila, BF 209.3 If a helper not equipped with "helper link" must detach on grade, the train must be properly secured while air brake test is performed. Eastward: Unless equipped with a "helper link", helper locomotives assisting eastward trains out of Connellsville will not detach until they are east of Hyndman BF 190.2. If they are "helper link" equipped, they will detach at Sand Patch BF 211.0. Descending heavy grades when helper links are not being used: The helper engineer will gradually reduce power as the train crests the grade. After cresting the grade, the throttle on the helper will normally be closed during the descent of the grade. A low throttle position 2 or 3 may be used for a short distance to control slack. On other than unit trains, a rear or mid-train helper will not exceed number 1 position while descending grades. 5655 INCLEMENT WEATHER TRAIN BRAKING Locations of heavy snow operation on descending grades averaging in excess of 1.25% or greater for more than 3 miles are listed below. Instruction governing these grades can be found in Division Special Instructions: MP Average Grade BF 191.8 - BF 195.3 1.68% BF 196.2 - BF 200.5 1.31% BF 203.1 - BF 209.8 1.47% Eastward trains will stop and perform required brake inspection at Yoder, BF 218.4.
4466 PLACING EMPTY CARS IN TRAINS
Empty Car Placement Train Classification Instructions
for Manifest Trains:
Empty cars 80 feet and longer (other than a box car) must
be placed in the train in such a location that the trailing
tonnage behind these empty cars does not exceed the
amount listed below. In territory where helper locomotives
are used on the rear of the train, their tonnage rating should
be subtracted to the trailing tonnage listed below when
determining the location for the restricted car(s):
Between Direction Tonnage
Hyndman &
Sand Patch
Westward 3,500Between Direction Tonnage
Connellsville
& Sand
Patch
Eastward 5,100
& New
Castle
Eastward &
Westward
13,300
Empty Car Placement Instructions for Intermodal Trains
Not Containing Military Equipment:
Empty cars 80 feet and longer must be placed in the train in
such a location that the trailing tonnage behind these empty
cars does not exceed the amount listed below. In territory
where helper locomotives are used on the rear of the train,
their tonnage rating should be subtracted to the trailing
tonnage listed below when determining the location for the
restricted car(s):
Westward 4,750
Eastward 8,500
Car Placement Instructions for Intermodal Trains
Containing Military Equipment:
An empty single platform intermodal flat car which is 80 feet
and longer must be placed in the train in such a location that
the trailing tonnage behind these empty cars does not
exceed the amount listed below. In territory where helper
locomotives are used on the rear of the train, their tonnage
rating should be subtracted to the trailing tonnage listed
below when determining the location for the restricted car(s):
Westward 3,500
Unit auto train loaded or empty do not have trailing tonnage
restrictions.
4500 ENSURING AUTHORIZATION TO MOVE SHIPMENT
Double Stack and Multi-Level Movements
Unless otherwise authorized by the Clearance Bureau or
Network Operations, the following are the maximum double
stack and multi-level heights allowed on the main track and
sidings. CSX Train Documentation will list this equipment as
restricted and will show applicable height dimensions.
MP Locations Double Stack Multi-Level
Keystone SD 20'2" 20'2"
5. INSTRUCTIONS RELATING TO AIR BRAKE AND
TRAIN HANDLING RULES
5406 B PROTECTING THE DIESEL ENGINE FROM
FREEZING
Maximum units on line
If the temperature is less than 25 degrees Fahrenheit the
following classes of locomotives must be kept on line with
diesel engines running even if not needed: SW-15, MP-15,
MP15T, U18B, B30-7. Other classes in the CSX fleet are
equipped with an automatic rev-up feature to prevent
damage and can remain isolated.
5502 A LIMITING TRACTIVE EFFORT
To limit draft forces, the maximum trailing tonnage for
westward trains handled with only head-end power will be
restricted to 7,000 tons.
1. On grades where this tonnage will be exceeded, trains will
have a rear-end helper.
2. If not on rear-end, the helper must be appropriately
positioned as an in-train helper or,
3. The trailing tonnage must be reduced.
5559 STEEP GRADE (1% OR MORE) TRAIN HANDLING
Brake Pipe Pressure –
The brake pipe pressure on the rear of eastward loaded
trains must be 75lbs or higher prior to passing over summit
at Sand Patch.
A running release of the train brake will not be made on
eastward freight trains operating in this territory.
When the total brake pipe reduction exceeds 18lbs on any
eastward freight train operating Sand Patch to Hyndman, the
train will be stopped. 30% hand brakes will be applied to the
head end of the train to hold it on the grade during the
recharge procedure.
If needed, hand brakes may be left on the train to
supplement air brakes while descending the rest of the
grade. Avoid leaving hand brakes on any empty cars.
Use of pressure maintaining valves –
The controlling unit of the lead locomotive consist must be
equipped with an operative pressure maintaining feature.
Dynamic brake requirements:
When possible, eastward trains having to add additional
power to the head end of their train in order to comply with
dynamic brake axles requirements to descend a grade must
do so prior to passing Yoder, BF 218.4. If power cannot be
added west of Yoder, the train must be properly secured
while air brake test is performed.
Train handling –
Stretch braking is permitted for Eastward Trains:
Cresting grade at Sand Patch and stopping and starting train
Continuous Movement – As train crests grade, continue to
use power and make a minimum reduction between 20 to 22
MPH. Then gradually reduce throttle and apply dynamic
brake in such a manner to have speed between 25 and 30
MPH, passing BF 208.0.
BF 191.1 to 202.0– Approaching BF 202.0, the grade
becomes less severe and the speed restriction at BF 202.1
is reduced from 35 MPH to 30 MPH. Therefore, watch
deceleration rate very closely, and apply power, if necessary,
to keep speed between 25 and 30 MPH between BF 202.0
and BF 198.0. In the vicinity of BF 197.0, grade again
increases and train speed will generally begin to increase. If
this occurs, it may be necessary to apply dynamic brake or
throttle to Hyndman BF 191.0. Then if conditions permit,
release train brakes and handle the train in accordance with
good train handling procedures.
BF 202.1 to 208.0– In the vicinity of BF 207.0, train speed
will gradually increase due to the heavier grade. When this
occurs, make additional light brake applications, if
necessary, modulating the dynamic brake to hold speed
between 32 and 34 MPH, between BF 206.8 and BF 202.1.
5559 LOADED UNIT TRAINS
Keystone Subdivision 1.0% to 1.5% Grade
Requirements:
Tonnage 20 MPH Min.
EDBA
25 MPH Min.
30 MPH Min.
16,001 -
17,000
14 17 20
17,001 -
18,000
15 18 20
18,001 -
19,000
16 18 20
Keystone Subdivision 1.151% to 1.75% Grade
16,001 -19,000 18 20
Eastward trains exceeding 19,001 tons must descend the
grade from Sand Patch, BF 211.0 to Hyndman, BF 190.2 at
speeds not exceeding 15 MPH.
5600 HELPER SERVICE
All trains operating with the helper locomotives on the
Keystone SD will be governed as follows:
Westward: Unless equipped with a "helper link", helper
locomotives assisting westward trains out of Hyndman will
not detach until they are west of Petenbrink Road Crossing,
BF 217.2. If they are "helper link" equipped, they may detach
once they are west of Manila, BF 209.3 If a helper not
equipped with "helper link" must detach on grade, the train
must be properly secured while air brake test is performed.
Eastward: Unless equipped with a "helper link", helper
locomotives assisting eastward trains out of Connellsville will
not detach until they are east of Hyndman BF 190.2. If they
are "helper link" equipped, they will detach at Sand Patch BF
211.0.
Descending heavy grades when helper links are not being
used:
The helper engineer will gradually reduce power as the train
crests the grade. After cresting the grade, the throttle on the
helper will normally be closed during the descent of the
grade. A low throttle position 2 or 3 may be used for a short
distance to control slack. On other than unit trains, a rear or
mid-train helper will not exceed number 1 position while
descending grades.
5655 INCLEMENT WEATHER TRAIN BRAKING
Locations of heavy snow operation on descending grades
averaging in excess of 1.25% or greater for more than 3
miles are listed below. Instruction governing these grades
can be found in Division Special Instructions:
MP Average Grade
BF 191.8 - BF 195.3 1.68%
BF 196.2 - BF 200.5 1.31%
BF 203.1 - BF 209.8 1.47%
Eastward trains will stop and perform required brake
inspection at Yoder, BF 218.4.
BaltACDBaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015
Who is responsible for calculating the appropriate power and braking requirements for a specific train and if the engineer, is he given the time and information needed to make them? Or is he told to take what he is given and go? I would like to think that they are knowlegabe of these rules and would be able to apply them but is the climate such that they are afraid to say "NO" to authority? EHH has fired a lot of middle managers that had operating knowledge and if the new hires have no knowledge of the reasons some of those rules exist, I have fears that they may be issuing orders that ignore the rules. As has been said, the rules are written in the blood from past mistakes.
Electroliner 1935 BaltACD BaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015 Who is responsible for calculating the appropriate power and braking requirements for a specific train and if the engineer, is he given the time and information needed to make them? Or is he told to take what he is given and go? I would like to think that they are knowlegabe of these rules and would be able to apply them but is the climate such that they are afraid to say "NO" to authority? EHH has fired a lot of middle managers that had operating knowledge and if the new hires have no knowledge of the reasons some of those rules exist, I have fears that they may be issuing orders that ignore the rules. As has been said, the rules are written in the blood from past mistakes.
BaltACD BaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015
When I was working, it was the crew's responsibility to KNOW their train complied and to notify 'proper authorities' (TM, YM, Train Dispatcher, Chief Train Dispatcher, Director of Transportation Operations) of the fact that the train was not in compliance with the Rules and Special Instructions. If one of those 'authorities' instructed (in writing or on recorded radio/telephone line) the crew to take the train 'as is' the responsibility then shifted to the person issuing such instructions.
What it is like in the world of EHH - I have no idea.
BaltACD Electroliner 1935 BaltACD BaltACD wrote the following post 10 hours ago: Keystone Subdivision Special Instructions relating to operations on grades. CSX Baltimore Division Time Table - April 1, 2015 Who is responsible for calculating the appropriate power and braking requirements for a specific train and if the engineer, is he given the time and information needed to make them? Or is he told to take what he is given and go? I would like to think that they are knowlegabe of these rules and would be able to apply them but is the climate such that they are afraid to say "NO" to authority? EHH has fired a lot of middle managers that had operating knowledge and if the new hires have no knowledge of the reasons some of those rules exist, I have fears that they may be issuing orders that ignore the rules. As has been said, the rules are written in the blood from past mistakes. When I was working, it was the crew's responsibility to KNOW their train complied and to notify 'proper authorities' (TM, YM, Train Dispatcher, Chief Train Dispatcher, Director of Transportation Operations) of the fact that the train was not in compliance with the Rules and Special Instructions. If one of those 'authorities' instructed (in writing or on recorded radio/telephone line) the crew to take the train 'as is' the responsibility then shifted to the person issuing such instructions. What it is like in the world of EHH - I have no idea.
Any updates?
Preliminary NTSB report
https://ntsb.gov/investigations/AccidentReports/Pages/DCA17FR011-prelim-report.aspx
Huh, didn't see that coming. I'm not familiar with the area but moving a train with that many handbrakes applied is a big no-no pretty much anywhere. Was this a not unheard of practice in the area?
I see in the report that the car that was derailed was an empty, and other cars had flat spots or other damage from their handbrakes being applied. It is not surprising that this happened on empties, but had the handbrakes only been applied to loaded cars things may have turned out differently (in my experience loaded cars will not lock up and skid regardless of how tight a handbrake has been applied).
And if the second crew wanted to have additional braking security while descending the grade then why not set retainers? The conductor would have been walking the train to release the handbrakes anyway.
Greetings from Alberta
-an Articulate Malcontent
I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay.
It was an empty car with over 16K tons behind it also with the handbrakes still applied on it also. Anyone want to bet on train makeup being a huge issue on this one.
EuclidI was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay.
In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train.
Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
Are saying that all trains that stop on such a down grade normally rely on a certain number of set hand brakes to add holding power as the train resumes and completes the descent?
BaltACD Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay. In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay.
EuclidAre saying that all trains that stop on such a down grade normally rely on a certain number of set hand brakes to add holding power as the train resumes and completes the descent? BaltACD Euclid I was wondering about that train handling too. I wonder if it violated any rules or would be considered to be an acceptable option. I wonder what the best option would have been. I guess the second crew must have felt exceptionally wary of taking over with a train that was just previously having air brake problems coming down a steep, long grade; and then had not re-started to prove everything was okay. In the territory where the 58 hand brakes were applied you are coming down at grade that approaches 2%. Once the trainline is charged and the air brakes released only the hand brakes and engine brake are holding the train. If you release too many hand brakes the weight of the train can overpower the remaing braking power of the train. Any relative idiot can power a train up a grade. It takes a real engineer to bring big trains down the grade - SAFELY. Trains that stop on down grades are particularly tricky to get started and operate under control. The use of air brake retainers is no longer a practice that is taught.
TTSI require at least 50% hand brakes to be applied before attempting to recharge the trainline. Personally, I am surprised that the Helper (that I hope was used) to get the train UP Sand Patch didn't stay attached to assist in gettng the train down Sand Patch, with only two engines providing Dynamic Braking on the head end.
The 46th car from the front of the train, a 23,467-gallon specification US Department of Transportation (DOT)-111 general service tank car, released its load of elevated temperature asphalt from a bottom outlet valve that opened during the derailment sequence.[1] The released asphalt pooled and solidified near the railcar pileup.
This has to be hell on the ballast. Cleaning up a wreck like this is tough enough but congealed asphalt, bad stuff. Scrape it up into dump trucks until its down to clean soil, then build new base and bed for new track?
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