Mid-Train Helpers

[bbrant]

I recently saw a picture of a train with mid-train helpers and it got me wondering...what's the difference between having helpers spliced mid-train vs. the more typical practice of having them shove from the rear? Seems like cutting them in mid-train would be more time consuming and less efficient but I'm sure their must be a reason it's done. Can someone help me out?

Thanks,
Brian

[jjlamkin]

QUOTE: Originally posted by M.W. Hemphill

Brian:

A mid-train helper (singular) is used on certain trains on certain grades, as opposed to a helper on the rear to avoid buckling the train (pushing it off the track on a sharp curve) from too much buff force. A mid-train location means the helper is splitting its work between both pushing and pulling. Typically they are used only on very steep grades and either very heavy trains, or very long and heavy trains that include both loads and empties. Yes, it takes more work to cut them in and out, but it's not all that big of a deal. The Rio Grande on Tennessee Pass did it very quickly because they did it for almost every train, about 10 minutes to cut in and about 10 minutes to cut out.

A helper can also be applied on the head-end if the resultant force won't exceed the drawbar strength. Rear placement was also limited by the presence of a caboose; Rio Grande was typical for western roads in allowing only eight powered axles behind a caboose; if the rear helper required more powered axles, it was cut in ahead of the caboose.

Mark,
Did they cut in ahead of the caboose to avoid crushing it? I thought I read that somewhere, they had to be careful because of the forces on a caboose can not be like a regular car?
Jim

[Anonymous]

Ah yes, and mid-train helpers on the SP. Something I always got excited about, and miss seeing these days. A photo of a mid-train helper taken at one of my favorite western Nevada locations can be found here:

http://www.railpictures.net/viewphoto.php?id=87314

SP9033

[BaltACD]

Mark -

Your DRGW cutting in an out of mid train helpers must (in fact because it was DRGW) have been a few years ago before the requirements of the current Power Brake Law....it doesn't happen that fast today.....figure losing an hour for the cut in/out total operation.

Since most rail grade, at least in the mountains, are anything but a straight pull; the effects of curvature are part of the requirement to have a mid-train helper. Trailing tonnage behind long and light cars. ie. Empty 89 foot TTX cars and the like. With excessive trailing tonnage behind empty long cars, stringlining is a real cause of derailments as the train winds its way around the high degree of curvature that is a normal part of most mountinous railroad.

If the helper district is long enough (and in the East, for the most part they aren't), cutting a DPU power set mid-train is a normal operation.

[dwil89]

Mid-Train helpers were also used on the East Slope of the Alleghenies around Horseshoe Curve in the Altoona, Pa area from the PRR days until the end of Conrail. They were often used on heavy ore trains, along with certain heavy tonnage general freights. Anyone who has seen the video..150 years at Horseshoe Curve by Revelation Video, will recall a scene filmed in the mid 1990's at Horseshoe Curve of a Conrail BAPI (Baltimore to Pittsburgh) manifest that had SD40-2 helpers cut into midtrain, and another pair pushing on the rear. The practice pretty much was discontinued once NS took over in 1999. It cost too much time to splice the helpers into the train. The train would stop at Altoona, have to be broken apart, helpers added to the middle and rear, and then the train put back together. 40 miles later, in Conemaugh, the train had to be stopped, broken apart and the helpers removed...and of course the midtrain helpers had to be positioned next to a switch so they could switch from a parallel track onto and off of the train.....It ended up costing more time and effort than needed, and NS will add helpers to the head end and rear, as needed, instead of mid train in this area. Dave Williams http://groups.yahoo.com/group/nsaltoonajohnstown

[dwil89]

Here is a link to a picture of midtrain helpers at Horseshoe Curve...Pic is part of another website that has older pics of the Altoona, Pa area. http://oak.cats.ohiou.edu/~duplerd/pa/Xxc011.jpg Dave Williams http://groups.yahoo.com/group/nsaltoonajohnstown

[bbrant]

Thanks for all the information provided. I'm accustom to seeing helper engines on the rear of the train or, as Mark pointed out, on the point. I can only recall one instance of seeing mid-train helper and that was on a freight going up the east side of Sand Patch some years ago. As with anything out of the ordinary, it was a site to see.

[wabash1]

in some cases it is better having slaves in the middle than on the rear. and mark there can be more than just one engine

[Anonymous]

Question. Are the mid-train helpers placed in the middle by car number, weight or best guess?

How do they determine placement?

[ericsp]

If you have seen a train with multiple helper sets, how many were there? I have seen pictures of trains with two helper sets. Has anyone heard of more than this?

[ericsp]

I pulled out my Southern Pacific Western Regional Timetable 3 (October 29, 1989). On page 262 is "Section H Placement of Helper Engine". Here is what it says.

QUOTE:
Section H. Placement of Helper Engine:
1. A helper engine consist of not more than 8 axles, operating or isolated may be placed behind a caboose. EXCEPTION: Within the state of California, not more than one locomotive operating or isolated may be placed behind a caboose.

2. A helper engine not qualifying under Item 1 which weighs less than 840,000 pounds may be placed anywhere in a train, but must not exceed maximum trailing tonnage on ascending grade as shown in Timetable, or be placed behind a caboose.

3. A helper engine which weighs more than 840,000 pounds must be entrained to pull not less than 60% of the tonnage being handled by that helper.

4. Helper engine must be entrained ahead of empty two-axle intermodal cars.

5. METHODS FOR CALCULATING HELPER PLACEMENT AND TRAILING TONNAGE ON ASCENDING GRADES.
(When necessary to relocate helper due to restrictive cars, helper may be moved forward the minimum distance necessary, but must not exceed the maximum trailing tonnage on ascending grade as shown in the Timetable).
EXAMPLE 1: ONE ENTRAINED HELPER
Train tonnage = 8,000 tons
Road horsepower = 2 EF636's = 7,200 hp
Helper horsepower = 3 EF636's = 10,800 hp
Total horsepower = 18,000 hp
Determine Road Engine Tonnage:
7,200 Road hp / 18,000 Total HP X 8,000 Train tonnage = 3,200 tons pulled by road engine
Determine Helper Placement:
10,800 Helper hp / 18,000 Total hp X 8,000 Train tonnage X 0.6 = 2,800 tons (Location from rear of train)
EXAMPLE 2: ONE ENTRAINED HELPER AND ONE END OF TRAIN HELPER
Train Tonnage = 10,000 tons
Road horsepower = 4 EF636's = 14,400 hp
Entrained helper horsepower = 5 EF636s = 18,000 hp
End of train helper = 2 EF630s = 6000 hp
Total horsepower = 38,400 hp
Determine Road Engine Tonnage:
14,400 Road hp / 38,400 Total hp X 10,000 Train tonnage = 3,750 tons pulled by road engine
Determine End of Train Helper Tonnage:
6,000 Road [sic] hp / 38,400 Total hp X 10,000 Train tonnage = 1,562 tons handled by end-of-train helper (shoving)
Determine Entrained Helper's Trailing Tonnage:
18,000 Helper hp / 38,400 Total hp X 10,000 Train tonnage X 0.6 = 2,812 tons pulled by road [sic] engine
Determine Entrained Helper's Placement:
End of Train Helper Tonnage + Tons Pulled by Entrained Helper = Entrained Helper Placement
1,562+2,812=4,374 tons from rear of train
EXAMPLE 3: MULTIPLE ENTRAINED HELPERS
Train tonnage = 11,000 tons
Road horsepower = 4 EF630's = 12,000 hp
First helper horsepower (swing) = 6 EF636's = 21,600 hp
Second helper horsepower (rear) = 2 EF636's = 7,200 hp
Total horsepower = 40,800 hp
Determine Road Engine Tonnage:
12,000 Road hp / 40,800 Total hp X 11,000 Train tonnage = 3,235 tons pulled by road engine
Determine Second Helper Tonnage:
7,200 Helper hp / 40,800 Total hp X 11,000 Train tonnage = 1,941 tons handled by socond [sic] helper
Determine Second Helpers [sic] Placement in Train:
1,941 X 0.6 = 1,165 tons from rear of train
Determine First Helpers [sic] Trailing Tonnage;
21,600 Helper hp / 40,800 Total hp X 11,000 Train tonnage X 0.6 = 3,494 tons pulled by first helper
Determine First Helpers [sic] Placement in Train:
Tons Handled by Second Helper + Tons Pulled by First Helper = First Helper Placement
1,941+3,494=5,435 tons from rear of train to first helper

Here is an example of instructions for placing helpers specific to a mountain range. On page 167 is the Mojave District Miscellaneous. The Mojave District covered the Bakersfield Line from the connection (actually just a name change) with the Fresno Line at Bakersfield Yard to the connection with the East Line at Colton and the Saugus Line from the connection with the Bakersfield Line at Palmdale Junction to the connection with the Coast Line at Burbank Junction.

QUOTE:
1. MAXIMUM TONNAGE:
MAXIMUM TONNAGE TO BE HANDLED BEHIND ENGINES ON ASCENDING GRADE
Territory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tonnage
MP 321.7-Ilmon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,500
Ilmon-Summit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,700
Ilmon-Summit Switch (BKDOL, OGWCC) . . . . . . . . . . . . . . . .4,250
Mojave-Summit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,100
Los Angeles-Vincent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,100
Palmdale-Vincent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,200
Colton-Hiland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,500
Palmdale-Mojave (Westward) . . . . . . . . . . . . . . . . . . . . . . . .7,500
Palmdale-Hiland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000

2. SECTION E. TRAIN MAKEUP RESTRCTIONS:
ITEM NO. 1 will not apply for JRLAP when train does not exceed 5000 tons.
ITEM NO. 7 will not apply on the Lone Pine Branch.

3. Between Ilmon and Tehachapi, Lang and Paris, intermodal cars over 73 feet long that are empty of half-empty (has trailer or container on only one end of car), must be entrained at least 10 cars behind road engine and at least 10 cars ahead of any multiple unit helper engine. The entrainment restrictions behind road engine will not apply:
Between Ilmon and Tehachapi, Lang and Paris, on trains having less than 4000 tons, and no more than 18 axles of dynamic brake in operation and provided that there is no more than 3000 tons behind such single loaded intermodal equipment.
The entrainment restriction ahead of multiple unit helpers (with 3 or less on-line units) will not apply between Ilmon and Tehachapi on ATSF trains under 6600 tons if helper is entrained at least 10 percent ahead of its rated tonnage.

4. PLACEMENT OF HELPER ENGINES: Between Bakersfield and Bena, first helper may be positioned so that placement is correct after picking up second helper at Bena.
Between Bakersfield and West Colton eastward trains having more than one helper will not be required to relocate the through helper when the swing helper is removed.
Sylmar: When cutting out helper plan your work to prevent rear car from making reverse movement.
If reverse movement is required a crew member must be in position to protect the shove (reverse movement) at rear of train.

Also, on page 284 is placement restriction on cars carrying hazardous materials. Any car placard as carrying Explosives A , poisonous gas, or radioactive material; tankcars placarded as carrying, or having residue for, Class 2, Class 3 (except Division 3.3), Class 4, Class 5, Class 6, or Class 8 materials must no be next to a locomotive. I do not see Class 9 listed. In addition, it says all of the above (with the exception of cars carrying radioactive material or empty tankcars) must be not be closer than the 6th car from the locomotives, occupied caboose, or passenger car (if train make up permits); and must be as close to the middle of the train as possible. Also, the hazmat cars are never to be coupled next to the other cars mention.

[Anonymous]

As a side note about the special instructions posted by ericsp for those interested:

EF636, E=EMD, F=Freight Locomotive 6=6 axels, 36=3,600 HP. These would be SD45s or SD45T-2s.

EF630, E=EMD, F=Freight Locomotive 6=6 axels, 36=3,000 HP. These would be SD40s or SD40-2s.

Thanks eric, I know that took sometime to type in - very informitive

SP9033

SP9033

[bbrant]

Ok - Now I have another question regarding crew placement on trains with helpers.

For the sake of arguement, say a train has a single helper on the point and 2 more units pushing on the rear. Does this mean the train would have/need a total of 3 crews (1 for the helper on the front, the crew of the train needing assistance and 1 for the helper on the rear?) Or would the crew of the train needing help move to the cab of the helper on the point and then the only additional crew needed would be the crew for the helper on the end?

Thanks again for the great info!!

Brian

[espeefoamer]

I remember seeing two helper sets on the Kaiser ore trains running over Beaumont hill.This train usually had three U28Cs on the front,three mid-train, and three more cut in just ahead of the caboose.
Once at San Luis Obispo, I saw a freight with one SD45, about a dozen cars,four more SDs and the rest of the train.What would be the purpose for this arrangement?

[ericsp]

QUOTE: Originally posted by SP9033

As a side note about the special instructions posted by ericsp for those interested:

EF636, E=EMD, F=Freight Locomotive 6=6 axels, 36=3,600 HP. These would be SD45s or SD45T-2s.

EF630, E=EMD, F=Freight Locomotive 6=6 axels, 36=3,000 HP. These would be SD40s or SD40-2s.

Thanks eric, I know that took sometime to type in - very informitive

SP9033

SP9033

You are welcomed. You forgot the T in SD40T-2.
Also, the BKDOL is the Bakersfield to Dolores Loaded Unit Train (Oil Cans) and the OGWCC is the Ogden, UT to West Colton Coal. I think the JRLAP is the James River (Portland, OR, I think it may have originated on UP at Seattle) to Los Angeles Paper.

[Anonymous]

ericsp,

I certainly did miss the T in SD40-2s. I'll take 20 lashes with a wet noddle as my punisment.<G>



About the only symbol I remember from the 80s and my area is the SLOAT.

SP9033 - Lawton, NV 235.5

[arbfbe]

I always thought cut in helpers worked better than rear of train helpers. They do take longer to cut in and out but if you were close to the tonnage ratings of the road and helper units, cutting them in seemed to be the most reliable method especially if you were likely to have to stop on the grade to meet trains or the rail was wet.

I found with mixed types of units, 6 axle, 4 axle, turbo, non turbo and such allocating tonnage to each traction motor available worked best. Take the total tonnage of the train, divide that by the total number of traction motors and place the helpers behind the road units so the loads on both sets were balanced. If any placement restrictions negated that set up then I feel it is better to move the helpers ahead some to keep the train stretched. I also don't like to place the helper crews close behind asphalt or creosote ties.

Alan

[mackb4]

The "slave units" used a radio car that coupled to the units being used in the middle,or used a unit that had the controls built into the unit,located in the nose of the cab.We called them radio trains on the NS.The lead unit has a radio control panel on the engineers stand that controlled the middle motors.I was qualified on them at school in 1993 but have never used one.The NS was using them on what was the Kentucky division years ago,but I'm not sure if they do know?Rear pushers are used on the mountains in WVa because the radio transmission is near impossible in a radio train setup.Less maintainance I'm sure too.

[dwil89]

QUOTE: Originally posted by bbrant

Ok - Now I have another question regarding crew placement on trains with helpers.

For the sake of arguement, say a train has a single helper on the point and 2 more units pushing on the rear. Does this mean the train would have/need a total of 3 crews (1 for the helper on the front, the crew of the train needing assistance and 1 for the helper on the rear?) Or would the crew of the train needing help move to the cab of the helper on the point and then the only additional crew needed would be the crew for the helper on the end?

Thanks again for the great info!!

Brian

On Norfolk Southern's Helper district between Altoona and Johnstown, Pa, if a train gets head end helpers, and rear helpers, you will have three crews on that train. The road crew will turn over control of the train to the head end helpers until the train gets over the mountain, and the helpers cut off. When they put a double helper (4 engines) on the rear, of say, a heavy coal drag, they'll usually MU the sets together, and one helper crew will control both sets, while the 2nd helper crew rides along until the train gets over the mountain, and the helpers are split back apart. The road crew on the head end would operate the train as normal in this instance.

[TheS.P.caboose]

QUOTE: Originally posted by ericsp

I pulled out my Southern Pacific Western Regional Timetable 3 (October 29, 1989). On page 262 is "Section H Placement of Helper Engine". Here is what it says.

QUOTE:
Section H. Placement of Helper Engine:
1. A helper engine consist of not more than 8 axles, operating or isolated may be placed behind a caboose. EXCEPTION: Within the state of California, not more than one locomotive operating or isolated may be placed behind a caboose.

2. A helper engine not qualifying under Item 1 which weighs less than 840,000 pounds may be placed anywhere in a train, but must not exceed maximum trailing tonnage on ascending grade as shown in Timetable, or be placed behind a caboose.

3. A helper engine which weighs more than 840,000 pounds must be entrained to pull not less than 60% of the tonnage being handled by that helper.

4. Helper engine must be entrained ahead of empty two-axle intermodal cars.

5. METHODS FOR CALCULATING HELPER PLACEMENT AND TRAILING TONNAGE ON ASCENDING GRADES.
(When necessary to relocate helper due to restrictive cars, helper may be moved forward the minimum distance necessary, but must not exceed the maximum trailing tonnage on ascending grade as shown in the Timetable).
EXAMPLE 1: ONE ENTRAINED HELPER
Train tonnage = 8,000 tons
Road horsepower = 2 EF636's = 7,200 hp
Helper horsepower = 3 EF636's = 10,800 hp
Total horsepower = 18,000 hp
Determine Road Engine Tonnage:
7,200 Road hp / 18,000 Total HP X 8,000 Train tonnage = 3,200 tons pulled by road engine
Determine Helper Placement:
10,800 Helper hp / 18,000 Total hp X 8,000 Train tonnage X 0.6 = 2,800 tons (Location from rear of train)
EXAMPLE 2: ONE ENTRAINED HELPER AND ONE END OF TRAIN HELPER
Train Tonnage = 10,000 tons
Road horsepower = 4 EF636's = 14,400 hp
Entrained helper horsepower = 5 EF636s = 18,000 hp
End of train helper = 2 EF630s = 6000 hp
Total horsepower = 38,400 hp
Determine Road Engine Tonnage:
14,400 Road hp / 38,400 Total hp X 10,000 Train tonnage = 3,750 tons pulled by road engine
Determine End of Train Helper Tonnage:
6,000 Road [sic] hp / 38,400 Total hp X 10,000 Train tonnagfe = 1,562 tons handled by end-of-train helper (shoving)
Determine Entrained Helper's Trailing Tonnage:
18,000 Helper hp / 38,400 Total hp X 10,000 Train tonnage X 0.6 = 2,812 tons pulled by road [sic] engine
Determine Entrained Helper's Placement:
End of Train Helper Tonnage + Tons Pulled by Entrained Helper = Entrained Helper Placement
1,562+2,812=4,374 tons from rear of train
EXAMPLE 3: MULTIPLE ENTRAINED HELPERS
Train tonnage = 11,000 tons
Road horsepower = 4 EF630's = 12,000 hp
First helper horsepower (swing) = 6 EF636's = 21,600 hp
Second helper horsepower (rear) = 2 EF636's = 7,200 hp
Total horsepower = 40,800 hp
Determine Road Engine Tonnage:
12,000 Road hp / 40,800 Total hp X 11,000 Train tonnage = 3,235 tons pulled by road engine
Determine Second Helper Tonnage:
7,200 Helper hp / 40,800 Total hp X 11,000 Train tonnage = 1,941 tons handled by socond [sic] helper
Determine Second Helpers [sic] Placement in Train:
1,941 X 0.6 = 1,165 tons from rear of train
Determine First Helpers [sic] Trailing Tonnage;
21,600 Helper hp / 40,800 Total hp X 11,000 Train tonnage X 0.6 = 3,494 tons pulled by first helper
Determine First Helpers [sic] Placement in Train:
Tons Handled by Second Helper + Tons Pulled by First Helper = First Helper Placement
1,941+3,494=5,435 tons from rear of train to first helper

Here is an example of instructions for placing helpers specific to a mountain range. On page 167 is the Mojave District Miscellaneous. The Mojave District covered the Bakersfield Line form the connection (actually just a name change) with the Fresno Line at Bakersfield Yard to the connection with the East Line at Colton and the Saugus Line from the connection with the Bakersfield Line at Palmdale Junction to the connection with the Coast Line at Burbank Junction.

QUOTE:
1. MAXIMUM TONNAGE:
MAXIMUM TONNAGE TO BE HANDLED BEHIND ENGINES ON ASCENDING GRADE
Territory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tonnage
MP 321.7-Ilmon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7,500
Ilmon-Summit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,700
Ilmon-Summit Switch (BKDOL, OGWCC) . . . . . . . . . . . . . 4,250
Mojave-Summit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,100
Los Angeles-Vincent . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,100
Palmdale-Vincent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,200
Colton-Hiland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4,500
Palmdale-Mojave (Westward) . . . . . . . . . . . . . . . . . . . . . .7,500
Palmdale-Hiland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10,000

2. SECTION E. TRAIN MAKEUP RESTRCTIONS:
ITEM NO. 1 will not apply for JRLAP when train does not exceed 5000 tons.
ITEM NO. 7 will not apply on the Lone Pine Branch.

3. Between Ilmon and Tehachapi, Lang and Paris, intermodal cars over 73 feet long that are empty of half-empty (has trailer or container on only one end of car), must be entrained at least 10 cars behind road engine and at least 10 cars ahead of any multiple unit helper engine. The entrainment restrictions behind road engine will not apply:
Between Ilmon and Tehachapi, Lang and Paris, on trains having less than 4000 tons, and no more than 18 axles of dynamic brake in operation and provided that there is no more than 3000 tons behind such single loaded intermodal equipment.
The entrainment restriction ahead of multiple unit helpers (with 3 or less on-line units) will not apply between Ilmon and Tehachapi on ATSF trains under 6600 tons if helpr is entrained at least 10 percent ahead of its rated tonnage.

4. PLACEMENT OF HELPER ENGINES: Between Bakersfield and Bena, fisrt helper may be positioned so that placement is correct after picking up second helper at Bena.
Between Bakersfield and West Colton eastward trains having more than one helper will not be required to relocate the trhough helper when the swing helper is removed.
Sylmar: When cutting out helper plan your work to prevent rear car from making reverse movement.
If reverse movement is required a crew member must be in position to protect the shove (reverse movement) at rear of train.

Also, on page 284 is placement restriction on cars carrying hazardous materials. Any car placard as carrying Explosives A , poisonous gas, or radioactive material; tankcars placarded as carrying, or having residue for, Class 2, Class 3 (except Division 3.3), Class 4, Class 5, Class 6, or Class 8 materials must no be next to a locomotive. I do not see Class 9 listed. In addition, it says all of the above (with the exception of cars carrying radioactive material or empty tankcars) must be not be closer than the 6th car from the locomotives, occupied caboose, or passenger car (if train make up permits); and must be as close to the middle of the train as possible. Also, the hazmat cars are never to be coupled next to the other cars mention.

Very good eric!! This is the best way to say it.

[csmith9474]

Along the Front Range on the joint line it is a normal occurance to see a coal train with both mid and rear helpers (loaded southbound trains). They are still out there.