Old Heading
by Bill Prieger, NERR Engineer #269

Defect Detectors

Known by various names such as HBD (Hot Box Detector) or DED (Dragging Equipment Detector), detectors can monitor one or more mechanical conditions on passing trains, thus making them an invaluable tool for railroads. With fewer employees on the ground to observe passing trains, these detectors are the eyes and ears of today's railroads. The first detectors simply employed a trackside display of lights and a digital readout to alert the crew in the caboose of a problem with their train. With the advances in technology and the elimination of the caboose, pre-recorded messages are delivered via radio to the train crew. These messages usually start out by identifying the railroad, the location, and whether or not a defect is present. Other information may include the number of axles, the train speed, and the outside temperature.

There are various things that specific detectors read and transmit OKs or warnings for. Here are just a few.

Dragging detector: Detects with the use of trip paddles placed between the rails and on the outer side of the rails (orange lines in the photo below point to them), that when tripped will transmit a warning to stop the train and inspect for equipment dragging within three inches of the railhead (i.e. chains, tie bands, derailed truck or wheel set).

Hotbox detector: This device uses sensitive heat-seeking devices (light green lines in the photo above point to them) that will transmit a warning if a wheel journal (hotbox) is overheating due to bearing failure. It will also detect wheel sets that are too hot because of sticking brakes or an applied handbrake. Steam engines are notorious for setting off hotbox detectors due to heat emanating from the cylinders. Steam engines crews will usually have bulletins to disregard hotbox activations involving axles 1 through 15 or less.

Overheight/width detector: There is one placed on each end of the Cascade subdivision. This device uses paddles placed above and on each side of the train (pink line in the photo below points to them). If a car that is too high or wide for the tunnel or snow shed or bridge, it will trip one of the paddles by hitting it. The device will then issue a warning to stop and inspect the train. Bridge detectors will transmit a warning or display a red light warning that the bridge or trestle was struck by a foreign object.

Due to the tunnel and snowshed dimensions, SP did not ever run double stacks on the Cascades Crossing line. As you leave Eugene for the hill, you will notice a bar with chains hanging from it. This was the apparatus of an over-height detector. More than one hogger has been suspended from duty for peeling the top off an unlucky double stack that was wrongly used onto this route.

Flatspot detectors: These are placed mid-point down, or near the bottom of, long steep grades. If a wheel set on a light empty car has slid and created an excessive flat spot, this detector will sense it and report a warning.

Track protection detector: This will transmit a warning if the roadbed has eroded in areas prone to it or if rocks have slid down onto the right of way. The latter one uses a large cyclone-type fence that, if moved excessively by rocks trying to slide or roll through the fence onto the track, will send a warning.

All of these detectors can be set to report various information over the airwaves to the train engineer, and the Dispatcher can also hear it on his radio. This information includes such things as total axle count of your train - this is usually transmitted when leaving a yard, which helps the train crew to verify their train size. All of the above will also give you an approximate axle location of the offending defect, as well as train speed, time, and direction of travel.

As a side note: be careful of your speed when going over grade crossings, as all modern grade crossings have event recorders that display, on download, the speed of your train, the direction, the time you entered the crossing, the length of time on the crossing, as well as if all safety devices worked properly.

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Additional Notes:

• You can find talking detectors on the internet.

• Trackside Detectors are usually spaced every 10-20 miles and at some hazard spots like the bottom of hills and at the ends of yards. They are embedded underneath the track and scan every axle of the train for any hotspots emitting from hot brake pads or locked wheels. These can be very dangerous on a train as it jeopardises the brake system and can start fires. Not only do they protect the train, they can inform railfans where a train is located on the line and, for railfans on the train, just how fast they are going. Detectors can pick up hotboxes, dragging equipment and high/wide equipment.

• A detector is automatic and very easy to hear over the ROAD channel of the line - usually a female voice as (this is true!) a woman's voice is very attention-grabbing, and it is easy to hear in all conditions of noise and interference. When the first engine hits the box, the box will announce its presence, alerting the engineer that information will come soon after the train goes past. After the last car passes over the box, it starts transmitting the information in the following format ...

"UP Detector, milepost xxx.x
xx miles per hour
no defects, no defects
Axle count xxx
Ambient Temperature (optional)
Detector Out"

• If a detector finds a defect, it's a different story! And you will not miss it! Here is the normal script for a detector warning ... with an alarm sound ringing in the background.

"Detector, milepost xxx.x, xx miles per hour
Stop the train, stop the train
Hotbox detected, stop the train, hotbox detected
Axle count from front (#of axles from the front of the train and on which side)
Axle count from rear (#of axles from the rear of the train and on which side)"

• When a train hits the detector and it announces a defect, the train must follow certain rules pertaining to the type of defect. When the detector announces the axle count of the defect, the crew member must physically count the axles from the front of the train to the indicated axle. If no problem is found at the axle, an inspection 20 axles front and back of the indicated axle on both sides must be performed. The crew must stop the train and inspect the whole train both sides when a malfunctioning detector indicates a defect or if a message is not understood. To test for hotboxes and hot wheels, a device called a 'tempilstik' is applied to certain spots of the wheel and axle. The 'tempilstik' will melt if it is too hot.

• If the detector is malfunctioning and does not give a defect warning, the train must reduce speed to 35mph or less to the next detector. They must stay at this speed unless and until a roll-by inspection is performed (no less than 10mph, while an inspector visually checks the train), or until it passes the next detector with all clear. A detector is considered inoperative when a malfunction message is sent without a defect message or when no verbal indicator is given after clearing the detector.

Track Warrants

In dark territory, as a route like the NCR is portrayed as, a track warrant in effect takes the place of signals in a CTC system. The track warrant (TW) treats each piece or trackage between 2 stations, or 2 sidings, or a station and a siding as one block. As long as there are no conflicting movements (meets with another train or 2 trains that will occupy the same limits even if going the same direction), the track warrant treats the limits notated in lines 2,3,&4 (see picture to the right) as one block. If there are no other trains working that territory with you, you own that track until the limits of the TW or actions required by the TW are fulfilled.

In the rest of the article, I'll show you how to fill out a TW so you have an idea how to read and follow a track warrant.

Click here to download a ZIP file containing a PDF file with the TW as shown to the right (63Kb file).

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Let's start filling one out:

First thing you need to know: a line is not considered in effect unless the little line next to the number has an "X"
placed in that little field. The term for placing this X is 'check', i.e. PA139 "check" line 1 track warrant # blah,
blah, blah .

W/O: insert 'PANC-SC-WI-Lumber-P1'. I created this input field so you can keep track of what w/o this TW is for, in case you want to run the w/o again. I know that I will.

NO.: insert 1 - this is the w/o number. Always start with 1. As we are going to use three for this w/o we'll insert 2 for the next one and 3 for the third - since this is a series of w/os. You must remember to continue the number progression throughout the series. The first TW in Part 2 will be numbered 4 and so on, until the last TW is created for the last instalment of the w/o series.

Date: use one that coincides with the time of year portrayed in the weather portion of the w/o, i.e. for summer/clear use something like June 15, 1959. Also, RRs use this method of dating TWs as there is less chance of a typo creating a misleading TW.

To: insert the lead locomotive # or Train ID and Symbol for pax, i.e. freight PA139W

At: insert the starting station for the run. If TWs are delivered en route, you would put the station that the TW is delivered at, i.e. TO: PA #14 AT: Klamath Falls.

Line 1: insert a previous TW that was fulfilled or expired, i.e. Track No. 1 is void. This would be filled in only if a second TW is delivered en route. When you reach the point of the next TW authority, then the w/o developer should put a pop up stating that TW 1 is Void. You know to proceed under the direction of TW2. This is how authority is handed off from one TW to another. Also, you would use this line if the dispatcher made a mistake, or if a train sat too long without a crew, and the first TW time limits expired. The term void means means the TW is finished and no longer has any train authority. When a crew fulfils a TW, he writes VOID in big letters across the front of the TW, so there is no mistake as to whether this TW is good or not.

Lines 2 & 3: insert the starting station or MP of this TW's track limits to be run on and the last station or MP of this warrant's limits. This line is directional only, as the train can proceed only from point A to B - no going back the other way. If you missed a pull from a customer - tough luck, no going back. Now in the GCOR there is a little rule here that does allow you to back up. As long as it is clear that there are no following trains you can go back 1 mile (MSTS, because our routes are shorter), 2miles (RW). That's it - any more ... say goodbye to your card. Now why are there two lines for directional movements? You can give authority in line 2 to go from A to B. You do this if you want the train to stop here for a meet. You would then check "Other Specific Instructions" and insert "Line 3 not in effect until after the arrival of PA145". So until this train goes by you, you have no authority to enter the limits of line 3.

Line 4: This line is checked for locals or way freights that will go out to a point and then return to the original
starting point. You are free to move back and forth as much as you want. You can share this territory with other trains as well. You will then check line 11 or 12 if the other train is a MOW trains or gang. Does this mean you are confined to Restricted speed cause other trains are in the area? No, and I'll explain why when we get to that line.

Line 5: Check this line then fill in the blank in one of 3 ways.

• Insert a time, if you don't want the train to enter these limits until a certain time for whatever reason -be it to wait for an AI to pass, or set up; or developer's discretion.

• Until TW 1 is void. Remember you cannot have more than one TW in effect at the same time. By inserting "until TW whatever # is void", you prevent this TW from becoming active, even if other conditions for its ability to be active are met.

• You can also use line 16 to substitute for line 5 if there's not enough room to convey your line 5 intention. In this case you would insert "see line 16". An example of what you could put on line 16: "Track Warrant # not if effect until train PA1876E reports clear of limits". Use line 16 for any special conditions that must be met before being allowed to proceed into the limits of the TW.

Line 6: If you want this TW to expire at a certain time, you insert a time. I should also note, so we are on the same page, that we will use 24 hour military time. A railroad can use either format, but since the AE uses military time, and Boss Bob was in the service military time it is. The RW RR I use to run for used am/pm, and the UP used 24hr. Switching back and forth was a real pain.

Line 7: Use this line instead of, or in conjunction with, a time on Line 5. The first Blank is filled in with the ID of the train you want cleared, and the 2nd blank or field is the station, siding or MP. This line would be good for setting up AI traffic. Remember you can use any point in the run for this. If you want your player train to wait until an AI clears somewhere first, then use this.

Line 8: If you're going to end the w/o with your train on the main, you check line 8.

Line 9: You can use line 9 instead of line 7.

Line 10: If the w/o ends with the player train leaving the main track, be it yard or siding or industrial spur, then check this line.

So to review, we know how to label our TW and give authority to a thru train as well as a local. You know when a TW is voided and how to define its limits for that run. Also we know the different ways a player train can enter the limits of a TW. Also how to define when a TW is in effect. But one thing to remember - at least line 5 and/or 7 or 9 must be checked as these define the starting conditions of your TW.

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Line 11: for example here: (11. X Between Ada & Circus City Limits Occupied By Train Or Engine 7724W, 8623W, 3547W And All Movements Must be made @ Restricted Speed Unless Train Or Engine Reports Clear Of Limits Of Line 11.) This example is used below in the discussion.

What we are saying here is that you have three other trains working or travelling within your limits of line 2, 3, or 4. That doesn't mean they are there now, but that in the course of their travels, they will enter your limits sometime in the the time frame of your TW. Now your train is confined to restricted speed once you enter the limits of line 11. The limits of line 11 do not have to mirror the limits in line 2,3,or 4 - only the limits that any other train might share with you on your trip.

Now how do we get out of the RS requirement? Developers - pay attention to this, as pop-ups in the sim are needed to get the player train relief from RS. You must contact the other trains listed in line 11, in this case 7724W, 8623W and 3547W, and verify their location. They must answer back and tell you if they are cleared of the shared limits of line 11 or give their present location. Once you have talked to all three and verified that they are not in the shared limits, you can continue on at maximum authorized speed. If one of them is in your limits, he can let you know how far he is or where he is in the shared limits and relieve you of RS up to that location. Now, some of these trains may have an on-duty time later than yours. This would be noted on line16. Here the dispatcher would put "8623 not on duty until 11:00". In this case you are relieved from RS against this train until 11:00. At that point in time, you need to try and contact that train and verify its location. Whew! If you don't understand all this, please ask questions.

Line 12: Is exactly how I explained earlier - you can void any line of this TW as well as the dispatcher.

Line 13 & 14: These lines are for any temporary speed restrictions that may have been given to the dispatcher by MOW personnel within the last 24 hours. Normally speed restrictions, other than posted track speed, are listed in Track Bulletin Form A (to be discussed further down). Or if a speed restriction develops while you're en route, the dispatcher will call you, and the conversation will go like this:

"Dispatcher to 2222E (your train for now) - prepare to receive a speed restriction for TW 1 dated July 4, 1976. Over."

"Go ahead Dispatcher. Over."

"2222E, check line 13 of TW 1. Do not exceed 10mph between MP 235 & Connelly. Over."

"OK dispatcher, 2222E, check line 13, do not exceed 10mph between MP235 & Connelly. Over."

"2222, that is correct. Dispatcher out."

Another important thing: any changes made to a TW during a run are not considered in effect until the dispatcher says "That is correct". You must always repeat any changes back to the dispatcher. If you are giving territory back to the dispatcher, such as voiding a line 2,3,or 4, he must repeat what you have told him, and he cannot put the changes into effect until you say "That is correct."

Line 15: There are three types of track Bulletins.

• Form A: this TB (track bulletin) lists any slow orders on the route you are travelling on. Some of them may not be in your limits, but for ease of understanding for the hoggers, let's only list one that in the limits of his run. I will have a sample of slow orders on the next post with a sample of a filled out TW.

• Form B: this is the TB that lists the the limits of where any MOW crews are working. Under no circumstances is a train allowed to enter these limits without getting clearance from the Foreman-in-Charge of the MOW gang. The MOW limits must show the limits at each end of the track he is working on, specifically, by using MP# or station or siding names, and the date and start time his limits are in effect (the time they actually occupy the track).

• Form C: This form lists any special conditions to track structure or anything the engineer may need to watch out for, e.g. animals may be on track; parade traffic may foul the track in a town; non-RR work crews may be working close to track. Basically anything that the hogger needs to be aware of.

Line 16: On this line the dispatcher will put any information that is not covered elsewhere - like times when other trains will enter shared limits; times that various lines e.g. 2, 3, 4, 11 are in effect. When in doubt, put it here. If a speed restriction in your Track Bulletin form A has been removed, you can put it here.

OK'd @____ : No TW is good unless this line has a time in it. Usually it will be your on-duty time.

Dispatcher: If the w/o developer writes the TW, he is the dispatcher. If the developer has a second party write the w/o, the second party must affix their name to this line. If there's a mistake on the TW, here is where the blame stops. The Dispatcher on duty affixes his initials - why, I don't know. If you want to use your handle, that would be great; that way if someone wants their real name kept private, they can.

Relayed to: If you get a TW en route at, say a depot, the station agent or depot name can be put here.

W/O completed By: I put this here so you have a place to write down how long you took to complete this w/o. I can never remember from the time I see the evaluation time until I get to the enter time part of the time slip.

Below is a Zipped PDF and Openoffice.org filled out TW for a P&A activity for the NCR as an example of what I have been talking about in the above discussion. We can use it to go through and decipher what it says. 

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Bill, I hear the UP dispatchers here give a "track and time" to the MOW crews. Can you explain that one?

"Track and Time" is a way of giving a section or Block of track to the MOW crew to be able to work on it. The Dispatcher must put Blocking devices (done electronically) into the CTC program for his territory that will put up a permanent Red at the Controlled signal at each end of the section being worked on, so no trains can enter that area. Before he does this, he must have a clear board on the CTC machine, and then he puts up the Reds at each end. He then by Radio or Telephone dictates to the MOW crew the time and limits of the block being given to the MOW crew. He will also give an 'until' time. This is when he expects the track to be given back to him for train movements. If the MOW crew cannot finish in the expected time, they can ask for a later until time or transmit a speed restriction for the exact spot they are repairing.

The dispatcher will take back the track and transmit a verbal speed restriction to any trains he moves thru that area. If the track being repaired is next to a siding or the siding itself, he can give track and time for the siding or main (each siding and main at a siding have controlled signals at each end) & route trains thru the other track usually he will add a restricted speed notification.

To Brake or Break (Part 1)

Last month's article was an insight into how bad things can get when brakes malfunction. Things can get as bad with improper or uniformed usage of the various braking systems on a freight train, whether it be diesel or steam. There you are, sitting high atop your “hero throne”, barrelling down that NERR main, hands resting on that keyboard or Raildriver, simulated air rushing by as you coax your mighty steed right up to the maximum allowable speed. Suddenly, the next signal comes into view. The comfort green indication is replaced with the feared “Diamond Yellow”. Nuts! This is not good. Hmm, now you gotta slow this thing down. Which brake system should I use? Not sure which one, or how, the RW boys do it. Well, this month's “Old Heading Brake School” is in session, and the water is warm, so jump right in.

Before we begin, you'll remember that in last month's column, I didn't know how to find a “dynamiter” without swallowing up valuable running time wasted by turning angle cocks, and hoping somehow that by luck it would manifest itself eventually with this time-honored method used by Carhops all across the fruited plane. Well, a few weeks after this debacle occurred, I happened to be hoggin' for an old well-seasoned Conductor by the name of Gary Dalman.

I shared the story about our misfits, and he chuckled with a knowing nod and pointed at me and said, “There's a quick way to find the culprit, that works over 90%of the time”.

“There is? How?” I stammered.

“Well”, he said, “Just charge your train all the way and put a minimum set in your train. The car that does not set its brakes is your dynamiter.” He continued, “Dynamiters are railcars whose brake valving piston is sticking or jammed. When your brake line reduction reaches a level that frees the piston, it moves quickly to equalize that car's brake system. Every car's emergency brake system measures how fast air moves in the brake pipe. The quick piston movement creates a sudden drop in brake pipe pressure, causing one of the adjoining car's emergency valving to initiate an emergency brake application or “big hole” the train. The only time it doesn't work is when the offending car will not let you put a minimum set without dumping the air. Then it's back to turning angle cocks and prayer.”

There you have it. OK, back to this month's feature.

We'll start with this glaring fact. NERR locomotives and rolling stock physics are so close to mimicking the physics of RW equipment that real world train operating practices and tricks work on our engines and rolling stock. Also all our locomotives are equipped with exactly the same functioning gauges as RW locomotives. You've got a bevy of needles and dials or complex computer screens. When you move the various brake handles, different needles move. Some go up, some go down, and at times electrical readings change. Egads! All I want to do is slow the train down! Let's take a look at what the various gauges are, and what they tell you.

Here are the three most common styles of gauge displays you will see in NERR locomotives (click on the picture to view a larger version). Two are analog, and one is digital. Let's look at the various gauges and their needle indications and see what info they convey.

Main reservoir needle: This is the red needle in the left brake system analog gauge and the Main Res readout in the digital right computer screen. This reading shows the actual air pressure of your main reservoir which supplies all the air for your train brakes.

Independent (locomotive) brake needle: This is the red needle in the right analog brake system gauge and the BC readout on the right computer screen. This reading tells you the amount of locomotive brakage applied in psi. 0psi is fully released, and 90to 95psi is fully applied.

Equalizing reservoir needle: This is the white needle on the left analog brake system gauge and the EQ digital readout on the right computer screen. This reading tells you how much air pressure is being regulated to the train air brake line by the Equalizing reservoir. Standard freight release pressure is 90psi, and passenger is 110psi. This is the needle you watch when making a train brake application.

Brake line pressure needle: This is the white needle in the right analog brake system gauge and BP reading on the right computer screen on digital systems. This needle tells you the actual brake pressure in the train air brake line.

Dynamic Brake needle: This is the needle on the analog amperage gauge. The dynamic brake quadrant is the set of numbers on the left side of the 0 reading measured in amperes. On digital computer screens, it is the readout on the right screen that will be shown in red on the bar gauge and in red numerals on the readout portion in the bottom right corner below the bar gauge.

A few particulars of your train that you should take the time to figure out is your TPOB (Tons Per Operative Brake), TPAD (Tons Per Axle Dynamic), as well as the length of your train. Without knowing these figures, all you are doing is guessing at how much braking to even begin to use to properly control your train speed. If you are using Train Store to manage your route and activity usage in MSTS and ConBuilder to manage your rail equipment, you have the advantage of being able to find quickly the information listed above. Once you have installed your desired w/o and then unstored the desired route and w/o with Train Store, you then open ConBuilder. Click on the “Consist used in Activities” button to open the little window that appears on the left hand side of your screen. Choose the appropriate route and then locate the player consist and double click on it. The train will then show up on the main ConBuilder info screen. In the bottom right corner you will see a readout of total Metric Tonnage (disregard) followed by Imperial tonnage, the Total train length in Meters (disregard) followed by Total train length in feet, and lastly, the total number of wagons or cars in your train, not counting the locomotives. Here are the formulas for finding the info you will need:

• TPOB = Total tonnage divided by the total number of cars/wagons.

• TPAD = Total Tonnage divided by the total number of locomotive axles of dynamic.

• And another useful figure, HP/Ton = Total combined locomotive horsepower divided by total tonnage.

Also, if your w/o will have you adding any cars to your player service train, use the AE to locate these consists, and then right click on the consist in the display 2 screen and click on Properties. Note the name given to this consist, and then go back into ConBuilder, find this consist, and bring it up on the main screen. Add the tonnage and length to your player consist figures, and then recalculate your TPOB and TPAD numbers.

If you are going to be removing cars from your train, this will take a little more work. By holding the pointer on the ConBuilder main screen over the car to be removed from the player service train, note the length and tonnage (displayed in Metric which you will have to convert to Imperial). Do this for each car to be removed at that location. Tally the total cars removed and subtract from your train tonnage and length and recalculate. Now remember to do this in the order that you will be doing this in the w/o. If you are not sure of the order, do what the RW hoggers do. Start your w/o with your beginning totals and then as you do your pickups and set outs, save and then minimize MSTS by pressing the Alt and Tab keys at the same time. Go to ConBuilder, get the info needed using the methods listed above, and recalculate your TPOB and TPAD and Total train length as you progress through the w/o. Remember, these figures are the cornerstones of proper train control.

We'll now discuss the three main braking systems on NERR Diesel locomotives:

Independent brakes: This handle is used to apply the locomotive brakes only. You use this primarily when wanting to stop a consist of locomotives only, or locomotives with a few cars when switching. The more you apply the brakes (“]” keyboard) or right handle pushing away from you (Raildriver), the more brake pressure is applied to the wheels of the locomotive. This brake system also has a feature known as the “Bail Off”. This releases the locomotive brakes whenever you make an automatic/Train brake application. You activate this by pressing and holding the “/” key or holding in independent (also known as 'jam' in railingo) over to the right while making the train air reduction.

Automatic/Train airbrakes: This is the main system used for stopping freight and passenger trains. A typical freight or passenger 26R brake system has the following quadrants, starting from left to right on older locomotive control stands and from close moving away from you on desktop control stands. When you make a train brake application, you reduce brake line pressure to apply and raise the pressure to release. On freight cars, it only takes a 2psi brake pipe increase to initiate a release on a railcar's brake system.

Release/running position: This is the position used to keep your railcar brakes released while rolling on the railroad.

Application: This is a quadrant that has a large application area. By moving the Automatic handle to the right or away from you, you increase the amount of air that is drawn out of the train air line by the equalizing reservoir. You measure how much air you remove by observing the equalizing reservoir needle or bar gauge noted earlier. The more air in psi that you remove from the system, the harder you apply the train air brakes. You will notice on freight locomotives that you can gradually release the air, but you can not gradually add or release the train brakes. On passenger equipment you can do both just like a car! Here is where the TPOB numbers will come into effect, thus helping you to not over-apply the train brakes. We'll discuss this later. Another thing you must learn to do automatically, and eventually by habit, is to “Bail off” the locomotive brakes. The reasoning for this action will also be discussed later.

Continuous Service: This handle position will allow the train air pipe pressure to reduce to zero at an application rate of reduction. This is the position that the automatic brake system engages when a penalty application is triggered by the overspeed protection feature of locomotives. To restore brake pressure after a penalty application, move the handle to this quadrant, wait a while, and then move the handle to the release position.

Emergency Service: This is the last position to the right or away from you using the automatic brake handle. This is used when an emergency stop situation is required to prevent collision or unwanted movement not obtained by using the application or full service quadrants. This will reduce the train air line pressure to zero at an emergency rate to initiate the emergency brake valving feature on all the cars. This position is a last resort to stop the train as quickly as possible. Note: Freight trains and passengers do not like emergency applications, especially when applied at speed. Bad things happen, such as damaged freight, broken knuckles, spilled wine glasses, dropped babies, misapplied make-up, male hands placed in inappropriate places on female passengers usually resulting in a slap on the face, and in the worst case, DERAILMENT!

Lastly there is the Dynamic Brake System (dynamos is railingo). This system controls and lowers train speed by employing the electrical traction motors located on each driven wheel-set on a locomotive “truck”. The way this system works is that when you move the dynamic brake lever to set-up, there is a 10 second wait. During this time, the locomotive prime mover will rev up to the notch 4 throttle position This is done to ensure the air compressor RPM is high enough to adequately recharge and maintain the train air brake line pressure, to provide enough power to ensure that the traction motor cooling systems (blower fans) have enough power to keep the traction motors cool, to make sure the dynamic brake cooling fans have adequate power to maintain effective cooling of the dynamic brake grids (toaster ovens in railingo), and lastly to allow relays to convert the traction motor circuits from “power using” mode to “power generating” mode and to open the relays used to “excite” the main AC current generator windings, thus preventing the generation of power during the use of this feature. The application rate of dynamic braking is observed by watching how much amperage is created by the traction motors by the position of the ampere gauge needle registering in the left side of zero amps on the analog gauge and by noting the advancement of the red bar on the digital amp gauge or digital readout in red numbers.

In the next instalment, which will be published in the next few days, we will get into the meat of using these systems prototypically and learn some secrets and tips and tricks to getting more sophisticated train control. You might then find it useful to print out the whole article for future reference.

'Til then class dismissed.

To Brake or Break (Part 2)

Wake up class, school's in session. As I stated in our last get-together, in this second lesson we would be getting into the meat of the various braking systems. You now know what the various dials and gauges tell you. You know how to get your reference point for applying the brakes (TPOB, TPAD), So we will talk about how you incorporate this info into proper train control.

As a quick side note - in figuring your TPOB, if you know you are picking up a load or empty, and you don't want to take the time to go hunt the info for one or a few cars, here are some guidelines for quick adjustment of your train profile. Empty cars figure at 35 tons, loaded lumber and large cars figure at 120 tons, coal somewhere around 80 tons and so on. Remember you're computing a reference figure; it does not have to be exact. I use 70 feet in length for lumber cars, autoracks and other large cars, 50feet for boxcars, and 60 feet for gondolas.

Before we can talk braking, we need to set some guidelines for running and cruising and to establish some running habits to increase your train control potential and effectiveness and increase your sensitivity to what your train is doing with the changes you make.

Cruising not Bruising:
Here are some cruising guidelines. First a disclaimer for the RW brethren. I know that some of the figures I give for MSTS will not jive with RW locomotive operating numbers, but that's just the nature of the beast. The reference I use for cruising down the railroad is Notch one in throttle mode. In this throttle position, your train should cruise along and maintain speed on straight level track. Your amperage needed to maintain your train speed and to stay stretched is around 100 amps (RW locos use run 2 and 200 amps) If run-1 does not maintain speed, notch up. If your speed is increasing, don't notch down to idle, because your train will run into the back of your locomotives. Remember that the idea is to keep your train stretched or bunched. This is where you need to make a decision on what braking system to use. Let's check 'em out.

Dynamos are Dynamite:
I'm going to refrain from redescribing this system; you've been told about that one in part 1. The Dynamos are generally the preferred primary braking method that management on many of our nations RRs would like hoggers to use. If you're approaching a long downgrade, your train is long (over 1000feet), you're going to bring your train to a stop, and you have sufficient warning, and so forth, this is the system to use. Now remember this, as speed increases, dynamic braking efficiency decreases, and once your train gets below 5mph - depending on what type of dynamos your engine has - your dynamic brakes will start to fade as well. Dynamos are also a slower method of stopping your train, hence the sufficient warning thingy. There are 3 different types of dynamos depending on the age of your locomotive as well.

• Standard: Amperage does not change, regardless of speed, if handle position is not moved.

• Tapered: Amperage goes up as speed decreases, handle position is not moved.

• Extended Range: Same as tapered, except the amperage will stay high right down to 2 mph.

Dynamic Brake Holding Feature: Some units have a sticker saying this on the control stand. What it means - on units equipped with it - is that, if there is an emergency brake application, the dynamic brakes will continue to function for up to around 10 to 15 seconds. Don't quote me on the time length. This feature prevents the engines from stretching out harshly in an emergency brake application.

There are 2 ways to set up your train for employing dynamos. The first method is to throttle off and do the 10 second wait, then you apply around 100 to 200 amps to start bunching up your train. 100 to 150 amps is the minimum amperage required to keep your train bunched on level track. As your train bunches, you gradually apply amperage to keep the train speed at the desired figure, or apply more to start slowing down. If necessary, apply sand, as on most of our units this will increase your braking efficiency. The second method is to apply about 10 psi of engine brakes (jam) and use them to start bunching the train up, while you do the 10 second wait, and then as your dynamo amperage approaches and passes the 100 to 150 amp mark, gradually release your engine brakes. Don't forget, if you go over 23psi of jam, your dynamos will cut out to prevent to much buffing forces from being applied to the head end on your train, possibly causing an empty or light load car to get pinched off the outside of the curve.

If you've got your dynamos on full and the train will not slow down fast enough, start making a train air reduction with your automatic valve to aid your dynamos. You will notice on level or mild grades that the train will really start to squat. Once your speed gets within 5 to seven mph of your desired speed, release your train brakes but hang onto the dynamos for a while to give the train a chance to release its brakes. If you come out of dynamic braking and go into power before those rear brakes release, that rear end will plant itself, and somewhere a knuckle will give. More aggressive hoggers will use this method regularly, but you need to know your territory and how your train will brake.

BTW, if you have not removed the clicking sound from the dynamic brake controller that Kuju put into the Dash 9 sound file, do so. RW locomotives do not click in dynamic brake mode. There is a thread somewhere in the NERR forums on how to remove this extremely annoying snafu. (Click here to read that thread.)

Independent braking:
These are the brakes that are used to stop your engines. A couple of things to remember right off the bat is that the older and smaller the locomotive, the better braking ability they seem to have. One reason being that early diesel locos used cast iron brake pads as opposed to composition brake shoes. Cast iron brake shoes grab better as engine speed decreases. For the composition brake shoes, the opposite is true. Also, older diesels have 2 shoes per wheel as opposed to 1 brake shoe per wheel on newer locomotives. A question trainees used to ask me is: “Why do the new 3 million dollar locomotives stop so poorly with the engine brakes compared with older cheaper units?” The answer is, the newer engines (SD-40s and up) weigh a lot more than older units. The builders built brake systems into these engines to prevent hoggers from sliding the wheels if too much braking is applied. Can you imagine the flat spot you would get if you slide the wheels on a SD90MAC or AC6000, and would you want to be the poor sap that has to remove the the wheel set to repair the damage you did on one of these heavy Goliaths?

Now for a couple of tricks: Say you're pulling ahead to clear the switch in a yard, and you've got 3 AC6000s with no train behind (lite engine in railingo). As you get within a few car lengths of your stop, you can start adding some jam (I use 50%) and power brake the rest of the way over the switch. One method is to “Jack the Throttle” (rapidly modulate the throttle handle back and forth between idle and run-1, or run-1 and run-2) to prevent the units from stopping too soon. As you get closer, start throttling off or decrease the frequency of throttle modulation, and do a steady drift to a nice easy stop. Now you're going to back up to your train. As you throttle up and start to move, put about 10psi of jam on and keep it there. As you get closer to the hook, increase your brake pressure to 50% and throttle jack your way to a nice easy hook. As you get closer to your hook, release brake pressure to zero and let your units glide in and kinda bump a little on the hook! (around 2mph). RW'ers do this to get the pins to drop on the couplers, and also this method really works great on the front couplers of MSTS engines. Many times you will not have to back up to get the knuckles to grab.

But what if you waited too long to brake, and now you're drifting way past your mark or about to really weld a hook (slam into your train)? Tsk, tsk, bad boy! OK, here's what you do. Grab hold of something and hold on tight. Just kidding, you grab the automatic brake handle and make at least a 20psi (50 to 70% on F-5 HUD) reduction and do NOT bail off. This is one of the very few instances where you do not bail off when using the automatic brakes. Using train air increases the pressure applied to engine brakes, and thus your units will stop in a shorter distance. I've found this method to work on RW locomotives too. I've had GP39-2's independent pressures go up 5 to 10 psi above the preset max brake pressure limit using this method. Also, turning the sanders on helps too.

Another area where employing the engine brakes work is in preventing wheel slip. Yes, it's true, and it works on NERR/P&A/GL&A locomotives as well as RW engines. This method really shines on our steam engines. Say that you're starting a huge train on a heavy grade, you've got the sanders on, and the purple wheel slip notation flares up on the F-5 HUD. Throttle off enough to extinguish the wheel slip warning, and as you power back up, put about 50% of jam on and “voilà”, you'll start to move - IF you have enough power in the first place to pull the train. If you're sitting with no wheel slip in run-8 or 100% and with sanders on and jam applied and the train will not move, you're screwed - better call for helpers or more power.

OK, class dismissed. Now go find a yard, grab a 3 or 4 unit set of Dash-9s from the roundhouse and practice cruising around and stopping using the various methods discussed today and practice making hooks with both front and rear couplers. We'll talk about train air brakes next time we meet.

To-do-loo! :)

To Brake or Break (Part 3)

Hello again, class. Well, here we are at the last instalment, discussing the proper and prototypical use of MSTS train braking systems. I saved this portion to last due to the fact that there are at least 2 different systems I want to discuss. The first is the 26R system used on our diesel units, and the second is the 24RL/8 system used on the Steamers.

26R Brake Systems

As you'll remember, we discussed the various quadrants on this brake set-up, so I will not repeat that info here. OK, now how do we use this system, and what are some guidelines? Here we go. Remember our discussion on TPOB. Here is where that number comes into play. The higher this figure is, the more braking effort will be required to control or lower train speed. For lower TPOB figures, the opposite is true. When you initially apply train brakes, you want to make what we call a minimum brake pipe reduction. You accomplish this by moving the handle into the Service quadrant on the Automatic Brake valve. Most engines, if set up properly, will make a reduction of 6 to 8psi automatically for you. Don't forget to bail off with your independent or engine brake handle (jam).

Now comes what was the most difficult thing for me to accept. Train brakes take time to set up. This is due to the fact that you have to reduce the pressure in the train air line, then you have to wait for each railcar's valving to equalize to the new pressure, then the car's own brake system has to initiate or activate the car's brake rigging, and lastly you have to wait for all this rigging to come in contact with the wheel and start applying pressure to the brake pad itself.

Generally it take around 10 seconds before you start seeing any results. It's very easy to over-reduce the brake pipe pressure, as many engineers mistake this delay for thinking they have not applied enough braking pressure. In turn, they make a secondary reduction causing too much braking effort to be applied to the brake pads, causing the train to slow down too much. Now the engineer has to apply a lot of throttle pressure to compensate or, worse yet, have to kick off the brakes, let the train recharge and then go back after them (this is called cycling the air). Many times, by the time you do this, your train is barrelling down a hill at an unwanted rate of speed. After you've made the minimum set, count out 10 seconds. If your train is not slowing down or is still increasing in speed, take 2 more psi out of the brake pipe, bail off, and count to 10 again. Continue to do this until your train is holding or slowing down at the rate of speed that you want. One thing you do not do, until you've counted out your original minimum set, is throttle down. Any time you throttle down and the trains brakes are not fully set, your train will run into the back of your locomotive(s). Then, once the brakes do grab, your train will stretch back out. Also avoid using idle when applying train brakes. Remember what we said last session about MSTS trains requiring Run-1 to keep a train stretched. Now for some base line set figures using the TPOB scale.

If TPOB is:

• 35TPOB=minimum 6psi set.

• 70TPOB=8psi set.

• 100TPOB=10psi set.

• 120TPOB=12psi set.

Now you have the groundwork and start point for applying train brakes. If you're in Run-2 with a minimum set and the train will not hold speed or reduce speed, throttle down to notch-1. Only then do you apply more braking. If you have enough brakes, use your throttle and power brake to control speed. Now how much is too much power braking? Generally, if you're lugging over 600 to 700 amps with the brakes set, release them. You are just burning gas and brake shoes. Throttle down to run-1 and see what your train does. If it starts to speed up, make another set, but remember to be patient and count out your 10 seconds before subsequent brake pressure reductions.

A couple of tips and tricks. When switching cars around, use train air to supplement your engine brakes. You can pretty much tell if the cars you are moving around are loaded or empty. If they are loads, then move them around with a 30% set, or for empties a 15% set should work just fine. Just remember to kick 'em off about 2 cars out from the hook, and the train should roll in nice and easy every time. Also, don't forget to bail off. You will also notice that you have much greater and efficient train control. Don't worry about power braking either. This is how the RW boys do it. If they tried to do everything with just the engine brakes, nothing would get anywhere. If you practice, you'll get a feel for what works best and when to use the various braking systems.

Now for you Steam buffs and early car body diesel fans.

Introducing the 24RL/8 Braking systems

First off, there are about three different versions of this out in MSTS land. They all function the same basically, with the one exception being the passenger 24 system used on the Empire State Express Steamer. I notate this system at the end, as many MSTS locomotives use this unit's engine files. So here's the quadrants for the 24RL/8:

Release Position: This is the first quadrant on the brake valve, as it's against the left hand handle stop. This position is used to recharge the train air brake pipe to max preset pressure. (around 9psi for freight and 110psi for passenger.)

Lap/Running position: This is the quadrant that you return the handle to after reducing the brake pipe to the desired pressure. If you do not return the handle here after using the service portion, your train brake system will reduce to 0psi. Also, after your train has recharged, return the handle to this position. If you leave the handle in the Release position, you will find your steam usage rate goes up as steam is used to run the air compressors. This is a waste, as you do not need the compressors if the air line is back up to it's max setting. On some units, this shows up as application or apply on the F5 HUD.

Service/apply portion: The first thing you will notice, and here is where this brake system confuses people, is that when the handle is in this quadrant, the brake pipe pressure does not stop and equalize according to the handle position as it does on the 26R diesel brake system. That is because this valve does not have an automatic self-lapping system. You have to return the handle to the Lap/Running quadrant to hold your train brakes at the desired pressure. Once you learn how this works and get used to it, You'll find it to be easy to run. When you want to “kick-off” the set, move the handle to the release position and return it to lap once the train brakes are recharged.

Emergency Quadrant: Works the same as on the 26R. Move the handle to here to prevent an accident, or when standard braking practices will not control train speed. Don't forget to hang on!

Now for the oddball, and this is the graduated release or release with a % sign in F5 HUD. This is used on the ESE passenger steam engine and on any engine that uses the ESE eng files. Remember I said that you cannot gradually release a freight train, but you can on some MSTS Steam engines. Well this is it. As you're coming to a stop at a station, you'll notice that braking efficiency increases as speed decreases (same is true for all trains). Well, as you slow down, release the brake pressure to where you glide to a nice easy stop. This takes a lot of practice, but again it's nice not to spill the coffee every time you stop at a station. FYI on the GP38 brake stand, you will see a little brass knob just above the automatic brake handle. This is the knob you turn to switch a freight engine's graduated release feature on. As you move the handle to the right in the service quadrant, the more you apply the brakes, and as you move the handle to the left the less braking pressure is applied to the train wheels.

So there you have it in a nutshell. Now get outta here and go run some trains with a newfound confidence. But most of all have fun!

Midnight Run - Part 1

John H. asked if I would be willing to do some "Old Heading" (tell some railroading stories and nuances of the craft) for the Roundhouse Ramblings news letter. Well you know John, how can you turn a kind grandfatherly face like that down, and an Aussie mug at that? Seriously though, John is one of the nicest guys I've ever met, and he's the perfect fit for the Roundhouse Ramblings. I was honored to even be asked to contribute something back to the NERR community. I spent several days pondering on what to share. Do I tell a story of one of my many interesting runs, or do I share some more RW railroading tips, or just do a "did you know?" informative format? So I decided to take all three and just rotate between them, or on some instances tie two of them together in one article. So here's the first instalment of a 2-part story from one of my not-so-fun runs. 

I was working the "relief engineer's" position for a two-way run between Albany, Oregon, to Toledo, located on the Oregon Coast. The one and only customer at that end of the line is a cardboard paper mill. The run started at noon out of Albany, ran westward toward the coast over the Oregon Coast range and then meandered for several miles along the banks of the Yaquina river. The train out of Albany was comprised of several loaded chips cars on the point, followed by some loaded boxcars of scrap paper, with several cleaned dedicated empty boxcars ON THE REAR to be loaded with huge rolls of brown cardboard stock at Toledo. The rear car, believe it or not, was a repainted ex-Southern Pacific caboose occupied by the conductor. Our NERR GNX 9 caboose is very similar to what I had on my train that day. The caboose was needed because, until the late 90's, all the dragging detectors ON THAT LINE were of the light variety, as opposed to "talking" draggers found on Class 1 Railroads. This required someone to ride the rear of the train to visually see if the detector had been activated. 

So you had everything in one run - some high speed track, slow speed mountain grades and gentle water level grades, big train 5 ex-ATSF GP39-2 locomotives and some poor sap riding the rear. Oh, one more thing. Both the Conductor and Switchmen were women (no disrespect intended). Things can get kinda moody, if you know what I mean.  

Our trip over to the coast was uneventful and smooth sailing. The trip back, on the other hand, was anything but that! To start things off, the length and weight of our train out of Toledo was right on the edge of what these units could pull up the 8 mile 2% or steeper grade. A heated discussion ensued at the depot as to how many cars we should take with us. Finally, everybody looked at me to make the choice, which was to put the three large pieces of our train together and go, or do we make the Toledo switch crew go out and chop-up some of the train. What to do? Hmmm. The way I looked at it, if we made them lighten the train, we would not make it back before we "died on the law". This would mean the day crew that was to take the train on to Eugene yard would have to "Dogcatch" us, and that would make it questionable for them to get back to Albany. Thus the Night Switcher would not have cars to build their trains with, and so on. I had a reputation for getting my trains back without "dying" - especially questionable trains like the one presented to us that that night. Be damned if I was going to take the heat for screwing the next three jobs down the road. 

I took out my trusty calculator and did some math. We had about 2.2 hp/ton. This, I knew, was right on the border of what these babies could pull on dry rail. Our TPAD (Tons-Per-Axle-Dynamic) was way up there around 360 to 380 tons. So we were on the limit. But it was fall time which meant the rails would be covered with leaves in some places on the hill, usually around the flange oilers as there the rail is sticky from the grease. Also, there was the threat of rain showers that evening as well. So I decided, 'What the Hell!' We were doomed if we left cars at Toledo and doomed if we had to double the hill, so I said, "Let's take 'em and what happens, happens." 

We got the train together, air-tested it and got out around 6:30pm. That gave us around a 1/2 hour cushion to get into Albany without dying. About 2 miles out of TOLEDO, I performed my usual rolling brake test. As soon as I hit about a 12psi reduction, the train "Bigholed". "Just great," I thought, not only did I bite off a big chunk taking the thing, now I got a big train with a "Dynamiter". Well, per our railroads SSI (System-Special-Instructions), a UDE (UnDesired-Emergency) required the train to be walked to make sure all the wheels were still on the rail. There went my 1/2 hour cushion just walking the train. At that point I had 2 choices to make: start cutting the air between cars and make reductions until you narrow it down to the culprit, a one hour job at least, or take the train and use the "Dynamos" only. I told the girls to make it quick, "If we're on the rail, we're gonna go." 

We got to the bottom of the hill, and the track speed at that point is 20mph, and it drops to 12mph halfway up the hill due to sharp curves and a steeper grade. I hit the first right hand "horseshoe" curve at about 24mph, as I knew this curve would scrub the overspeed off quickly and let me start the hill at an even 20mph. By the time we hit the 12mph section halfway up the hill, we were down to 8mph. My conductor, now riding the head end for the return trip, was starting to verbally doubt my sanity for taking a train this big out of Toledo. I tried to be reassuring, but I don't think she was buying it - neither was I at that point. So I relied on some of the old-timer stories and tricks that I had been taught by the Ex-Class 1 hoggers I made student trips with. One being - working a little "jam" to control wheel slip if the sand doesn't hold ('jam' = loco brakes). That kept us going at a snail's pace of 2 to 3mph.  Between the engines barking, the turbos whistling, the flanges screaming on the sharp curves, and my conductor squeaking, my ears were getting a full workout. Every time we'd get up to 5 or 6mph, we'd hit a greaser and lose our momentum. 

We were down to our last greaser before the top. As luck would have it, it was on the sharpest curve and the steepest section of track. As soon as the second engine hit the greaser, it broke loose and went into massive wheel spin.  Normally the engine's computer, primitive by today's standards, would kill the power to the traction motors, thus stopping the spinning wheels. For some reason, this engine's anti-slip feature did not do its job.  Sparks were flying, the grease was smoking up a good sized plume, and within seconds we were stalled. At this point the Conductor was standing next to me screaming something about my ancestors and telling me that I was going to go make the cut and tie the 15 or so handbrakes to hold the second section on the hill while we take the head 15 cars up to summit siding. I asked, or rather shouted at the Conductor to go sit down and informed her that while we were stopped, that didn't mean we were out of all our options. 

I told the Switchperson in the crummy to grab onto something and hang on. When the train spun out, I had to grab a good 20psi of train brakes to keep the train from rolling back down the hill. What I did next I'm sure had both crew girls thinking I'd lost my mind. I started shoving the train back down the hill slowly. Since all the empty chip cars were on the rear, the train nicely bunched up and stayed bunched, even on the steep grade. At the same time I left the sanders on and laid down a good layer of grit, and about the time I had shoved the train back about 800ft  to 1000ft, I let the train roll to a gently stop. Again the rear empties kept the train up nicely as we rolled to a gentle stop and radioed back to Jennifer to brace herself for a good hit. I put the reverser in forward and started throttling up. As soon as I counted about 10 cars worth of slack, I released the train brakes and floored it. Using jam to control the wheel spin and prevent train from breaking in two, I got the thing rolling, one car at a time, as opposed to starting the whole train at once in a slack stretched configuration. Since I had laid down a good sand base on the rail, the grease from the flange oiler was no longer a factor and we were able to cruise right on through and creep our way to the top. 

Part 2 is below.

Midnight Run - Part 2

I left you last time with the train creeping its way to the top.   

By now the traction motors were smelling a little pungent as I had used up the short time rating about 2 miles back on the hill. According to the Train Brake & Handling rules, you're supposed to stop the train for 20 minutes and run the throttle in Notch 4 so the Blowers can cool down the traction motors. Since time was an issue here, I let the train crest the hill at 2mph and coasted with the throttle in Notch 6 with the reverser centered. As we gained momentum, I throttled down, put the reverser back in forward, and proceeded to set up the Dynamos for the downhill 18 mile run. This side of the hill was a series of stairsteps down from MP 628 @ Summit to MP610 just out of a town called Philomath, as opposed to the steady climb we had just wiggled our way through. Now, as I'd mentioned earlier, the 5 units I had were part of a set of 17 that we had acquired from the ATSF. Each of them had their own little idiosyncrasies. Some were great loaders (responsive to throttle adjustments), some great pullers, one that would put you to sleep waiting for it to load up and one, the 2317, that required all the ground crew to wear rain gear all the time when yard switching, as it rained oil every time you really worked it. My point engine was the 2304, freshly painted the WP safety orange-yellow and black. I had used this engine a few times in local switching and flatland branch line work, but this was the first time I had it on mountain grade territory. 

As I stated in part one, our TPAD was right up there near the limit. By the time the train got to around 18mph, I was close to maxxed out on the Dynamos. They held, and the speed stayed right around 18mph. "Piece of cake", I murmured to myself. I relaxed back in my chair for the first time in about a hour, left hand resting calmly on the Dynamo handle, admiring the full moon's gleam off the rail head in front of us. I'm happy because we're going to squeak in under our Hours-of-Service allocation. Even the conductor was composed again after her earlier rantings and was reading something (for the record it was the Timetable - off the record, I think it was one of her Harlequin romance novels). About a minute into our peaceful harmonious existence, a large crackling sound emitted from under the front truck. The Dynamo needle drops to zero, and our lead unit stretches out abruptly away from the coupler with the second unit. Uh oh, now that's not good!  By the time I realized what had happened, our train's speed was passing 20mph (Max track speed). I could tell from just the one slack nudge that the rest of the locomotives were still working their Dynamos. By the time we hit 24 mph, I had already calculated in my mind that we were above 450TPAD. Damn, there's no way 4 units will hold this train back! 27mph, time to do something! I applied about 21 psi of jam, just the under the Dynamic Brake pressure switch. Easy, easy, if I stay just under 23 pounds engine brake pressure, the Dynamos on the last 4 units will stay working, and maybe I can slow our rapidly increasing descent. It help some, but now we are approaching 29mph. I had used up all the tricks I had up my sleeves - nothing left up there but hairy armpits. Reluctantly I went for the Train brake handle. I knew anything over a 6 psi brake reduction would trigger that damn dynamiter. If the train Bigholed on these curves, I knew we were gonna splatter all over the landscape!  I yelled in the radio for girl in the Crummy to hold on tight. No answer. The head conductor started heading for the door when she saw me reach for the train brake handle. She may have been  a young conductor but even she knew things were bad! PPPSSSSSHHHHHHHH.  I bled off 4 psi of airbrake,......no Bighole. PPSSSSSHHHHH, 2 more pounds........nothing yet.  Pssst, one more..... the needle stopped climbing at 31mph. By this time I could actually feel the locomotive wheel flanges trying to climb the inside edge of the railhead as we barrelled around the tight curves. This was holding, but we needed to slow down, and soon. I yelled at the conductor to crouch down behind the water cooler and hold on. I went for the brake handle to get more air. There was nothing else left to do. We were Dogmeat any way you looked at it. 

Just as I grabbed the brake handle - mentally I was sticking my head between my legs and kissing my @$$ goodbye - I heard a crackling noise again. The dynamo needle floored to maximum amperage, our unit slams back against the second engine sending a massive shockwave back thru the train, and the speedo needle starts dropping.  30....28...25...23...21....19!!!!.... and still dropping!!!! My young Padiwan Conductor looked at me from around the cooler. I smiled back at her and pointed my finger to the roof of the cab and looked up. 

Then I realized Jenny was on the rear of the train, and I hadn't heard a word from her. I called back, "2304 head end to caboose, over."  Nothing.  "2304 Headend to caboose, over." We waited a little longer. Suddenly the radio burst with the most aggravated flurry of ranting and cussing, ranting and cussing, more cussing. Dang, a sailor would have blushed by now. I calmly asked her to look out the back and see if there were any cut marks on the ties. She answered no. I asked if she was alright? This was followed by more cussing and yelling, but finally she said she was only bruised a little. She said as she slid past the bathroom, on her butt, she could see water flying out of the toilet. She asked, "What happened?" I let Dana explain to her everything that occurred up here. 

Now came the question on everybody's mind. Do we keep going or stop and tie the train down and take the lead unit to a point where someone else could get on and relieve us. None of us wanted to park and run; we'd made it too far. We agreed to press on. What else could go wrong, right? I released the train air and let the train climb back up to around 16mph. To make an already long story short, this same scenario with the 2304 happened 2 more times before we got to Philomath, although in both those instances the speed never got above 25mph. 

To say we were frazzled when we reached our destination point at Ashahr Siding, just out of Albany, was more than the truth. We could see the lights of the Crewhauler at the other end of Ashahr. Yeehaa, we'd made it! I radioed back to Jenny that the Crewhauler was waiting for us and that we had made it with 5 minutes to spare. I blew the whistle for the last crossing coming into Ahsahr, Dana was standing next to me complimenting my train-handling abilities and the fact the we made it back in one piece and all on the rail at that, when suddenly, pissshht, pow, the train Bigholes for no reason, and we screeched to a halt. The radio lit up with more cussing and yelling and something about flying up against a wall and tripping over something, and God only knows what. When the radio finally quits ranting, the Switch crew calls and asks if everything's alright? I could hear the other 2 switchcrew members chuckling in the background. I informed them that this Piece of $#%* just dumped again, and that it was their problem now. I shut everything down, grabbed my grip and started walking for the ride. When they got to me, they informed us that they had been done switching for some time and that it was most entertaining listening to our radio conversations on our descent from Hell. Apparently, one of the Head Honcho's that lives close to Albany heard our conversations and told the switch crew to park the 2304 next to the Roundhouse when or if they got it back, so the Officials can download the event recorder. Great, I saved the train not once but 3 times, made it back before "dying on the law", and these buttheads were going to call me on the carpet for it. 

About three days later, I was running a local with my Road Foreman buddy, and he pressured me as to what happened that night. He informed me that the MOW department head was pushing for a one month suspension for speeding with the train. I asked him if anyone had looked at the dyno readings on the event recorder? He said all they looked at was the speedo readings, as they knew nothing about train handling. It just so happened that we were on the 2304 that day, and I asked him to sit and run a little.  We were going on 40mph track with about 15 cars.  I told him to put it into Dyno mode and work it. He did and just like clockwork, the thing pucked and this time almost got a knuckle. I smiled, he frowned, case closed. When he reported to the president what had really happened, and after talking with the rest of the crew, I got a "Happy" letter in my personnel file and my paycheck envelope.