Most railroads have Power Planners that keep the proper units at different locations based on what needs moved. Power per train is based on the Ruling Grade for a given run.
I wondered if there are any cab units, like E series, FA's and F's still working in every day service? (besides the obvious)? Copyright 2008 Jerry DeBene
On the UP, and SP/D&RGW previously, on the Moffat Tunnel Sub. a train eastbound from Denver will have a small set of power, but a train westbound at Denver will double or even triple its motive power due to grades, elevation, and curature on the Moffat Route. You note that many of these terminals are located at the foot of a ruling grade many times.. Denver, Pueblo, Minturn, Helper, Roseville, Havre, Seattle, Deer Lodge, ad nauseum... Not all these terminals are huge loco shops and such. Some have only minimal facilities for helper engines (Minturn, CO, Helper UT, etc), others are a principal engine shop on the entire railroad (Denver, CO's Burnham Shops). Copyright 2008 Jerry DeBene
That's well known but many engineers either don't know that or choose to ignore. Copyright 2008 Jerry DeBene
Heres one from my shortline engr. exam... "Upon checking the oil of your locomotive before starting it up, you find the oil to be several inches over "full" on the dip-stick, very thin, and smelling of diesel fuel. In the absence of mechanical personnel, how would you handle this situation?????". Its not multiple choice. I'd appreciate any answers you may have. Copyright 2008 Jerry DeBene
One more I KNOW my exam will have.... "When using airbrakes on a descending grade, what considerations must be made before releasing the train brakes?". Once again, I appreciate any help ya'll might give. Copyright 2008 Jerry DeBene
And...the last one I'm unsure of..... "Upon returning from lunch, you find that someone has placed a blue light/signal on the control stand of your locomotive, what actions do you take?" I just cannot find this one in any of my GCOR books. Maybe I'm looking too deep! Thanks in advance for any help you all might give! Copyright 2008 Jerry DeBene
Well this one is easy......you do nothing until the person that placed it there removes it. A blue light/signal means someone is working on, underneath, or inside the engine. This protects them so noone will move the engine.
Before making a running release of the brakes, you must consider the train make-up and speed you are traveling.
I would not start this engine until someone was notified. Because there is diesel fuel mixing with the oil, something has cracked, a gasket has failed, or a power assembly has gone bad.
If there's a stop signal at the bottom of the hill?mg: :shade: If the oil is high & smells like fuel,don't run it.Theres apparently a fuel leak(injectors, etc.) & it could cause an internal explosion.Rods thru the block etc.. Copyright 2008 Jerry DeBene
Why yes... I AM trying to cheat!!!!LOL! They let me look at the test, and these were the ones I was unsure of. I knew that you can't move an engine with a blue light on it, but I didn't know if you had to locate the person that put it there to find out why. The other ones I just really didn't know! I appreciate all the answers, guys! THANKS for helpling me cheat!!!!!LOL! Bob Copyright 2008 Jerry DeBene
I was up in Crawford last weekend and all the helpers had these on the the train end. How do they work? What are they for? Thanks for the info! Copyright 2008 Jerry DeBene
That looks like a portable locomotive remote control system, much like the CATTRON Theimeg MP-96QC. The box in the middle recieves the transmissions from the operator, while the box to the right houses a bell and horn. I see it is hooked up to the MU cable and the train line air line, but not the engines three MU air hoses, causing me to believe these are normally remote units, called for MUed helper service, and they just didn't disconnect the entire unit.
Thanks Jerry! I should ace the test now, and I've been operating the train twice a week under an instructors care, so, my observation runs should be ok! Bob Copyright 2008 Jerry DeBene
It's called "Helper Link". It allows for uncoupling of the helpers "on the fly". No stopping is required to cut the helpers out. The helper crew just dials in the FRED number and "link up" to the trainline of the train they are pushing. The FRED transmits the brake pipe pressure to the "Helper Link". The link then raises or lowers the brake pipe pressure on the helpers depending upon what the engineer on the head end is doing. The helper engineer uses DTMF tones to "unlink" from the train they are assisting and return the helpers to "manual" air operation once they have crested the grade. Copyright 2008 Jerry DeBene
As per normal Doofus is 100% correct. Helper link is great when it works, a pain when it doesn't. The big problem is that on some jobs the have replaced the fireman/brakeman job with the helper link. On Crawford Hill you can see the helpers cut off on the fly just east (south) of the Belmont bridge. Should be a good place to railfan. Adam Copyright 2008 Jerry DeBene
Speaking of helper service, SRT does have some stiff grade for its loco fleet. So they stationed helper at these place Northern Route Mae Tan Noi-Khun-Tan Northeastern Route Kaeng Khoi- Nakon Ratchasima SRT doesn't have locos assigned to any service permanently, so you sometime may see an UM12C lending a hand helping a GE CM22-7i hauling "Nakorn Ping Express" up the hill.(talk about generation gap:shade: ) Copyright 2008 Jerry DeBene
