You may not do this often in your present job, but what's different about opertating a pusher at the back of a train than operating the lead locomotives? Copyright 2008 Jerry DeBene
I think it comes down to the number of crew required. With diesels, they can be mu' ed together at the front where a few crew men can run many locomotives. A diesel pusher at the back requires its own crew, but it can obviously then cut itself back off of the train and go somewhere else. Steam engines all required their own crew. Is this what you were asking??? Copyright 2008 Jerry DeBene
While I haven't the opportunity as a flatland engineer to do much pushing, I know that it requires a more delicate touch to push rather than pull. The helper starts pushing before the lead engines start to pull. Then it's just a matter of trying to keep all the forces in check while moving the train, especially around curves. Copyright 2008 Jerry DeBene
I did work once as a conductor on a manned helper. We only helped one train that night, but I can tell you it's all about cooperation, the engineers keeping each other informed of what they are about to do and what information (such as signals) that they need to know. Copyright 2008 Jerry DeBene
Basicly that's it. I sit on the other side of the cab but this is how it looks to me. On Crawford (Nebraska) Hill, it is basicly one throttle until everything gets moving then out to eight throttle for about 50 minutes then start notching down at the top. When everything goes right it is that easy. When things go wrong well you hope everyone knows what's going on, and communication is key. All this said, every hill and every train can be different. Any more questions, I should be able to enlighten. Adam Copyright 2008 Jerry DeBene
I have pushed a few in Alabama, and a couple times in Ohio. Manned pushing is a very delicate balancing act, in which both the front and rear crews have to work together to control the train. One of the most uncomfortable times I can remember was the first time I was on a manned pusher. We had two units on the back of an empty 110 car coal train. I was just 'cubbing' and sitting on the firemans side observing. I was watching the train snake around the curves when P. Collins on the headend radioed back for some help. The Engineer, B. Backage came out on the throttle very fast and we started pushing the slack in. It rolled in until there was NO more slack....I mean, we went solid, and solid right now! Backage was leaning forward in his seat looking at the car ahead of us and never let off on the throttle. I was picturing those empty cars coming off at one of the curves as much force as he was giving it. Porter called back,"Easy Brian, easy!" and he finally let off. But I still remember it well, and how white knuckled I felt holding the armrests of the chair!
Adam Is shoving trains over Crawford Hill your regular job? I guess what I am trying to ask is if you hold a turn on that job? Copyright 2008 Jerry DeBene
I am the youngest brakeman who holds Crawford. So it is kinda hold for 2 or 3 weeks then get cut, out for a month or two, back in for a month month and a half, back out. You get the picture. Looks like I may get to hold it for a while very soon, or so says the rumors. When I am in Crawford I hold the Brakeman Extra Board most of the time, but sometimes I can hold one of the afternoon spots. Adam Copyright 2008 Jerry DeBene
I wind up pushing fairly frequently during the winter when stalls start happening in the snow. We'll cut our power off and run ahead to shove the stuck train over a hill then go back to our own and try it ourselves. It's a lot easier if you have a pretty good picture in your head of whats going on in the train. Where the slack is, where you figure the head end is, etc. Some guys in front don't tell you much so you've got to watch the speed and brake pipe to figure out what he's up to. Easy to tear one in two or pop it off the rail if you push too hard too fast or ease off too quickly. Made me pretty nervous the first few times. Copyright 2008 Jerry DeBene
That's the nice thing about Crawford, 90-95% of what we do is loaded coal trains on the same 17 or so miles of track. Once you get going it's 8 throttle just to keep 12-15 MPH. Different types of trains and running off the normal territory up the difficulty. Adam Copyright 2008 Jerry DeBene
On a steady grade, watching your amperage/tractive effort will tell you what the headend hogger is doing. If your amperage goes up, he just notched off, if your amperage goes down, he just notched up. With a couple of good hoggers all you will hear on the radio is "Clear block, on the release" then "Release and shoving" after a while, "heading in" and so forth. Copyright 2008 Jerry DeBene
