In the case where a train could not continue (accident, minor track problem...), would a train engineer ever go back to a mid DPU, uncouple from the car in front of it and move it back to clear a number of crossings to allow traffic to pass?
Perry BabinIn the case where a train could not continue (accident, minor track problem...), would a train engineer ever go back to a mid DPU, uncouple from the car in front of it and move it back to clear a number of crossings to allow traffic to pass?
Engineer will follow directions of the Train Dispatcher, who gets instructions from the Chief Train Dispatcher. The CTD may get instructions from Division Management about cutting crossings or not. This decision is made without specific regard as to whether the train has DPU or not.
Cutting a crossing is a time consuming operation; making the train solid again when it comes time for the train to proceed is also a time consuming operation.
Never too old to have a happy childhood!
I've seen DPU's cut apart. Not for normal "cutting of crossings" but in cases of wrecks, derailments, train too big and the connecting RR is only going to take half, etc.
Decisions are by chief dispatcher, or other local supervision.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
I'm clearly ignorant when it comes to railroads. Maybe my and your definition of 'time consuming' may be very different. What would make it take more than about 15 minutes? It seems that decoupling and breaking the air lines wouldn't take very long. What am I missing?
Perry Babin What am I missing?
A lot of walking. Having to recharge the train (restore the air). Having to set hand brakes, then release them when it's time to move. A person may be able to walk 3-4 MPH on a nice surface. It's a lot slower on uneven ballast.
I once read that a conductor on a local (back when the locals had work in almost every town) would walk the length of his division. After putting in some 10-11 miles working on a six car passenger train last week, I believe it.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
I understand the time to walk but what about the following is wrong? I'm not saying that you're wrong. I'm just trying to understand.
The trainline (air line used for brakes?) would already be charged and all you would have to do is close off the valves between the DPU and car in front of it and disconnect the gladhands.
Why would handbrakes have to be set if the lead locomotive was still connected to the cars in front of the DPU?
If a train had to be cut for a crossing, the engineer would do it from the head end, entrained DPU or not. No reason to get on the DPU for that. Conductor goes back, engineer sets up the DP(s) to be separated from the train remotely. Conductor cuts the train and the engineer pulls the forward part over the crossing.
Now they recently rolled out a feature where DPU operation can be suspended, but without completely unlinking the consists. IMO, It's been rolled out to make it easier for handling wrong end drawbars (The complete coupler assembly that is torn out of a car. Right end means the head end of the train can still move the car to be set out. Wrong end means a train has to come up from behind to move the car.) and mid-train setouts on trains two or three miles long.
I fortunately have had the pleasure of not having to use it, yet.
Jeff
Recently we had a grade crossing accident in town. The auto driver ran around the gates that were down. When the collision happened (main line, single track) the gate/warning light pole was almost knocked down. No fatal. This was in the center of town. Thankfully our city has an overpass, but before the locomotives got stopped, the whole town was shut off (east to west side of town)
My point: This stopped continuous train sat for over hours. I was standing by awaiting the start up. Old crew was relieved and new crew had arrived. No train movement. ? ? ? One has to realize so many things have to be checked. Was there any damage to track, MOW will check track. Conductor walks train looking for derailments. People who are officials that can make decisions might be far away and on call, not on site.
FINALLY a vehicle drives up. It would seem to me, this man was one who determined if the locomotive was damaged. He looked over every inch of the front of the head end. Soon thereafter the train departed. All total about two hours. endmrw0413232219
Perry Babin I understand the time to walk but what about the following is wrong? I'm not saying that you're wrong. I'm just trying to understand. The trainline (air line used for brakes?) would already be charged and all you would have to do is close off the valves between the DPU and car in front of it and disconnect the gladhands. Why would handbrakes have to be set if the lead locomotive was still connected to the cars in front of the DPU?
If the train was going to sit with a crew on it, the head part wouldn't need (in most cases) hand brakes. If the train was to be left unattended, the most likely scenario if the train wasn't going anywhere anytime soon, then hand brakes would be needed.
You never depend on air brakes, whether or not attached to a working locomotive, to hold an unattended train or cars. Should the air leak off the brake cylinders, the train/cars are going to go bye-bye.
Normally on a non DP train, the anglecock on the rear portion would be left open allowing the rear portion to "dynamite" or go to emergency, as an added safety practice. On DP trains, the newest DP softwear allows the anglecock to be closed, "bottling" the air on the rear portion. The procedure is to tie the required number of hand brakes, make a 20 psi train line reduction and if the DP is properly equipped, close the anglecock and cut away. If the DP should sense movement it will place it's portion of the train in emergency.
Cotton Belt MP104Recently we had a grade crossing accident in town. The auto driver ran around the gates that were down. When the collision happened (main line, single track) the gate/warning light pole was almost knocked down. No fatal. This was in the center of town. Thankfully our city has an overpass, but before the locomotives got stopped, the whole town was shut off (east to west side of town) My point: This stopped continuous train sat for over hours. I was standing by awaiting the start up. Old crew was relieved and new crew had arrived. No train movement. ? ? ? One has to realize so many things have to be checked. Was there any damage to track, MOW will check track. Conductor walks train looking for derailments. People who are officials that can make decisions might be far away and on call, not on site. FINALLY a vehicle drives up. It would seem to me, this man was one who determined if the locomotive was damaged. He looked over every inch of the front of the head end. Soon thereafter the train departed. All total about two hours. endmrw0413232219
And if the incident had been a fatality - it could easily been double, triple or more of that 2 hours.
In my area of responsibility we made every effort possible to have the Railraod Police respond to the incident - with their Police Commission they get listened to more than other railroad personnel.
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