Bad train pictures

[Modelcar]

...The area of the old main line of the Pennsylvania that Silvio510 is refering to is rough territority...It is mountain railroading for sure...Down from Gallitzin heading east if I remember correctly the grade runs for about 12 miles and has a ruling grade of about 1.82%. Plenty of curves including the famous Horseshoe Curve to negotiate. So if some trains stop at the summit I suppose they are doing brake checks before starting down. Years ago there used to be electric horns mounted on poles just as the grade started down and if the trains speed exceeded the regulated speed at that point the horns started to sound to warn the crew to get their train under control now...

[Modelcar]

...The area of the old main line of the Pennsylvania that Silvio510 is refering to is rough territority...It is mountain railroading for sure...Down from Gallitzin heading east if I remember correctly the grade runs for about 12 miles and has a ruling grade of about 1.82%. Plenty of curves including the famous Horseshoe Curve to negotiate. So if some trains stop at the summit I suppose they are doing brake checks before starting down. Years ago there used to be electric horns mounted on poles just as the grade started down and if the trains speed exceeded the regulated speed at that point the horns started to sound to warn the crew to get their train under control now...

[CSSHEGEWISCH]

Trains may also stop at the top of a grade to turn up retainers, especially if the grade is long. The employee timetable will specify where and how many retainers are required. Retainers allow the brakes to remain applied while the trainline is recharged.

[CSSHEGEWISCH]

Trains may also stop at the top of a grade to turn up retainers, especially if the grade is long. The employee timetable will specify where and how many retainers are required. Retainers allow the brakes to remain applied while the trainline is recharged.

[Anonymous]

Sounds like "NO FUN" [|)]

One hugh roller coaster [:(]

Don't think I will get a ticket to ride that one. (Or any roller coaster) [xx(]

[Anonymous]

Sounds like "NO FUN" [|)]

One hugh roller coaster [:(]

Don't think I will get a ticket to ride that one. (Or any roller coaster) [xx(]

[zardoz]

QUOTE: Originally posted by Puckdropper

What they're doing is stopping all momentum. It's much harder to start moving with out momentum, and takes a little longer to build it up. It's also a good thing in that they'll know the brakes work.

Yes, good idea to check the brakes. In some territories, depending on the terrain, a train might not use the air brakes for many miles, possibly even the entire trip if the units have good dynamic brakes and the engineer is good enough. So as a means of checking that the brakes still work (especially important in winter when train-lines can freeze), a controlled stop on the top of a grade will help assure that the brakes will work. There are few worse feelings than the one you get when starting down a 1.75% grade, set the brakes to first service, hear no air exhausting, set full service, hear a little hiss (like Mookie), all the while the train speed is increasing. As the phrase goes, it makes your a**hole pucker.

Because when you start down a steep hill, there is a speed (different for each train depending on tonnage and grade) at which the brakes will no longer be effective, even in emergency. What happens is there is so much momentum, that when the brakes are applied, in an effort to slow the train, all they do is produce heat, not braking. And all that heat builds until the brake shoe will actually start melting, and the melting steel acts as a lubricant, preventing further braking. That is one method for creating a runaway.

[zardoz]

QUOTE: Originally posted by Puckdropper

What they're doing is stopping all momentum. It's much harder to start moving with out momentum, and takes a little longer to build it up. It's also a good thing in that they'll know the brakes work.

Yes, good idea to check the brakes. In some territories, depending on the terrain, a train might not use the air brakes for many miles, possibly even the entire trip if the units have good dynamic brakes and the engineer is good enough. So as a means of checking that the brakes still work (especially important in winter when train-lines can freeze), a controlled stop on the top of a grade will help assure that the brakes will work. There are few worse feelings than the one you get when starting down a 1.75% grade, set the brakes to first service, hear no air exhausting, set full service, hear a little hiss (like Mookie), all the while the train speed is increasing. As the phrase goes, it makes your a**hole pucker.

Because when you start down a steep hill, there is a speed (different for each train depending on tonnage and grade) at which the brakes will no longer be effective, even in emergency. What happens is there is so much momentum, that when the brakes are applied, in an effort to slow the train, all they do is produce heat, not braking. And all that heat builds until the brake shoe will actually start melting, and the melting steel acts as a lubricant, preventing further braking. That is one method for creating a runaway.

[wabash1]

There are several reasons that a train will stop. if timetable says to stop at a spacific place with a air reduction this is done in case you have a shooter. ( a car that thinks you put the train in emergency on any type of brake pipe reduction) a car that is a shooter only will shooot with the brake pipe charged completly. after a a reduction the train will have brakes but the car wont shoot.. the helper engines dont help in braking as it is not nessesary all that action is done up front.

the second reason is if the helpers are cut off in ABS territory you want to do it where you have a leaving signal. if you go by that signal you must go to next signal prepared to stop. in traffic control territory you just leave you still need to proceed prepared to stop at next signal but you do it at speed of last signal indication. in abs the speed is restricted.

not knowing this territory and what takes place there it is hard to say. but these are ns rules on other areas with steep grades.

[wabash1]

There are several reasons that a train will stop. if timetable says to stop at a spacific place with a air reduction this is done in case you have a shooter. ( a car that thinks you put the train in emergency on any type of brake pipe reduction) a car that is a shooter only will shooot with the brake pipe charged completly. after a a reduction the train will have brakes but the car wont shoot.. the helper engines dont help in braking as it is not nessesary all that action is done up front.

the second reason is if the helpers are cut off in ABS territory you want to do it where you have a leaving signal. if you go by that signal you must go to next signal prepared to stop. in traffic control territory you just leave you still need to proceed prepared to stop at next signal but you do it at speed of last signal indication. in abs the speed is restricted.

not knowing this territory and what takes place there it is hard to say. but these are ns rules on other areas with steep grades.

[Puckdropper]

What they're doing is stopping all momentum. It's much harder to start moving with out momentum, and takes a little longer to build it up. It's also a good thing in that they'll know the brakes work.

[Puckdropper]

What they're doing is stopping all momentum. It's much harder to start moving with out momentum, and takes a little longer to build it up. It's also a good thing in that they'll know the brakes work.

[Anonymous]

I have a new question. I am wondering why Trains stop before decending down a steep grade (mountain grade). I live near the Horseshoe Curve, right atop the Gallitzin Tunnels in PA on the NS 3 track mainline. I watch trains all the time. I am aware they stop to cut helpers off, but most trains go right on through with the helpers still attached to help slow down on the decent. So what I am asking, what are the Engineers/Locomotives doing when they stop briefly, at the peak of this Mountain Grade ? ? ?

[Anonymous]

I have a new question. I am wondering why Trains stop before decending down a steep grade (mountain grade). I live near the Horseshoe Curve, right atop the Gallitzin Tunnels in PA on the NS 3 track mainline. I watch trains all the time. I am aware they stop to cut helpers off, but most trains go right on through with the helpers still attached to help slow down on the decent. So what I am asking, what are the Engineers/Locomotives doing when they stop briefly, at the peak of this Mountain Grade ? ? ?

[Modelcar]

.....The signals had to be from whistles...There wasn't anything else. If train was wrapped around a bend there was no line of sight signals, for sure. I do remember hearing quite a bit of whistle activity between the front and pusher crew in preparing to start out a load.

[Modelcar]

.....The signals had to be from whistles...There wasn't anything else. If train was wrapped around a bend there was no line of sight signals, for sure. I do remember hearing quite a bit of whistle activity between the front and pusher crew in preparing to start out a load.

[tree68]

The double heading issue (or was it helpers, or both?) has been discussed recently in Trains. Whistle signals were used, as I recall from anything I've read. There is a specific sequence of who applies power when.

[tree68]

The double heading issue (or was it helpers, or both?) has been discussed recently in Trains. Whistle signals were used, as I recall from anything I've read. There is a specific sequence of who applies power when.

[CSSHEGEWISCH]

On a steam doubleheader or tripleheader, brakes (except in emergency) could only be controlled by the engineer in the lead. Locomotives have a doubleheading valve to cut out the brake stand when in a trailing position.

[CSSHEGEWISCH]

On a steam doubleheader or tripleheader, brakes (except in emergency) could only be controlled by the engineer in the lead. Locomotives have a doubleheading valve to cut out the brake stand when in a trailing position.

[Modelcar]

....A bit more on getting started with multi engines on the train...Steam engines, that is....Used to be in position to observe coal trains restarting after adding some cars from a mine, and you would hear the engine[s], up front whistle...and in a moment whistling coming from the engines on the rear and momentarily the train would start with both engines in front and the ones in back blasting up the stack getting the train started.

[Modelcar]

....A bit more on getting started with multi engines on the train...Steam engines, that is....Used to be in position to observe coal trains restarting after adding some cars from a mine, and you would hear the engine[s], up front whistle...and in a moment whistling coming from the engines on the rear and momentarily the train would start with both engines in front and the ones in back blasting up the stack getting the train started.

[Modelcar]

....And don't forget there may have been one or two more on the rear of the [or any], train to enter into the equation. I do understand whistle signals were used but what specifically they were, I don' know.

[Modelcar]

....And don't forget there may have been one or two more on the rear of the [or any], train to enter into the equation. I do understand whistle signals were used but what specifically they were, I don' know.

[Mookie]

Skeets would tell you that they put a switchman or brakeman out on the side of the train and they would wave signals to the next locomotive! Yes he would!

Mookie

[Mookie]

Skeets would tell you that they put a switchman or brakeman out on the side of the train and they would wave signals to the next locomotive! Yes he would!

Mookie

[Anonymous]

[?] OK Next question. The Pic of the day is 3 steam engines all triple headed pulling one train. How did the engineer in the first engine let the other 2 engineers know when to go to the next trottle position and when to apply the air brakes? My guess is with the whistle but what would be the different signals involved? Any ideas would be interesting. And the truth even more so.

[Anonymous]

[?] OK Next question. The Pic of the day is 3 steam engines all triple headed pulling one train. How did the engineer in the first engine let the other 2 engineers know when to go to the next trottle position and when to apply the air brakes? My guess is with the whistle but what would be the different signals involved? Any ideas would be interesting. And the truth even more so.

[JoeKoh]

QUOTE: Originally posted by coalminer3

I thought the Tuna was in Dallas.

work safe

hahahahahahahahahahaha good one [:)]
stay safe
Joe

[JoeKoh]

QUOTE: Originally posted by coalminer3

I thought the Tuna was in Dallas.

work safe

hahahahahahahahahahaha good one [:)]
stay safe
Joe