BNSF Coal Train Stalls Out on the Joint Line, June 28, 2017
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- Опубликовано: 24 июл 2024
- On June 28th, 2017, I overheard on the radio that a southbound bnsf train had stalled out at Castle Rock on the Joint Line due to one of the rear DPUs breaking down, so I had to investigate. They happened to stop about a few hundred feet from the extra locomotive stationed at Castle Rock, however the locomotive needed to be put at the rear of the train because that is where the broken locomotive is, or else they risk breaking the train in two at the summit. The head end power from a southbound UP coal train immediately behind the stalled train was cut off and assisted the bnsf train up to the extra locomotive; The UP power then returned back to their train. A relief crew from Denver moved the extra unit from the Castle Rock house track to the rear of the stalled train. After Coupling, setting up the DPU, connecting the air and running an air test; the BNSF train finally departed. About 30 minutes later the southbound UP coal train passed by. There was also a southbound Crude Oil train waiting around Sedalia, but it was too dark and too late to catch it.
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"I think I can", puffed the little locomotive, and put itself in front of the great heavy train. As it went on the little engine kept bravely puffing faster and faster, "I think I can, I think I can, I think I can."
I just love hearing the "ringing" from the creep/slide system at work. Long live AC traction technology. Great video
You're filming in my backyard. I sometimes park at the movie theater overlooking the south bound tracks and do foamer things. I love the sound of the wheels "singing" and sqreaching from the slip/slide control system. I used to work on the EMD MACs including one of the units you show in the video. I love your work.
Did you ever work on SD70ACes?
Super video of a stall and rescue. Thanks for recording the whole thing!
That's cool. BNSF and UP are the two (primary two) in my territory, Enid, Oklahoma, although they run on their own tracks here. This is a very nice catch.
Thanks for sharing, a nice insight into this kind of rescue operation.
Watch the video about russian trains. BAM, part 1,2,3,4,5,6, (air of freedom). Regards.
Really enjoyed that thank you!
Great job and good camera work! Always nice to see something different to roll bys.
Cheers Gregg.
Watch the video 3TE 10M-1227 and 3TE 10M- 0017 ( RZD, Sedlovaja). Regards.
I'm a retired engineer. I ran train on the Joint (joke) Line from August 1978 to October 1981. We had 5/6 units on the head end and 2/3 for helpers from Denver to Palmer lake. I don't get this EPA thing about tier 4. That GE is smoking like all GE's do and the EMD isn't at the start up. All the engines are burning clean. Give me an EMD anytime on any train anywhere! When we stalled, which was a lot with ATSF powered trains, we sat until whoever was behind us would come up and shove us, or, reduce tonnage in the siding of Orsa or Tomah.
The EPA will never be satisfied until all diesel is banned because diesel is smellier than gas
What were they thinking? It took a 75% increase in motive power to get the job done. Seems they could have added a couple extra units to the original consist?
Amazing video!
This vid puts a smile on my face : )
looks like someone didn’t get their weights right on that load unless they lost a dpu for them to grab that protection unit
Even better than the video is learning from all the comments..thank you
Nice catch dude I subscribed and liked!
Of course there's a BNSF train master watching at the end of the video.
great BNSF video ...
How do they manage the slack in a situation like this?
Looks like the lead unit already had a rough life... ( burned area under radiator.. )
UP sd70m 3980 ac4400cw 6152 must be former SP units?
I wonder how much the assistance cost or if there is some kind of deal between railroads. Great catch though!
Yeah, it is interesting how they run together, although I think both railroads just want to get the line open as fast as possible.
Railroads have set agreements regarding how they split the costs of power. Since locomotives are diesel electric the cost of power is calculated in kilowatts per hour, this way any locomotives cost can be figured up based on the power it produces.
Anyway, however much power BNSF used is what they will pay for. I don't know exact rates but its not cheap to run locomotives, it doesn't matter, they want the line open ASAP because a mainline being blocked can cost more.
Eric W If The tracks are jointly used everybody benefits to get the tracks cleared ASAP. I think they use a “first arrival” system meaning that the closest “help” that is able will assist regardless of who ties up the line.
I can’t believe I’m still sitting here waiting for this train to pass. 🤦♂️
Well done video! Thank you, RB, for sharing this."Risk breaking the train in two at the summit." How?
When the train is going up the hill, the engines are working against the gravity of the whole train. Once the front of the train crests the hill, the gravity of the front part starts working with the engines, which puts a lot more force through the couplers at the peak of the hill. This usually happens a few cars back from the engines. The solution is to push the train from the back (or put engines in the middle). The downhill engines will sometimes use their dynamic brakes while the uphill engines are still pushing at full power to lessen the load on the cresting couplers (and to manage speed).
You almost never see more than three or four locomotives at the front of a train, even on flat ground, for the same reason: the combined pulling power against a heavy train can pull apart a coupler.
Excellent recording. I wonder if they had had an SD70ACe at the front would they had they had stalled as easily. I know coal is heavy, but EMD's won't cut their loading as easily as a GE. They are a little slower to load through every RPM so in eight and when it detects wheelslip, the engineer had better do something or its computer will. An EMD will load a little longer and quicker through each notch. It will try to hang in there and even risk break the coupler in lugging the load. All of them have some sort of wheelslip detection and resistence programming nowadays. Just GE says cut back so they won't smoke.
I do wonder that, the emd seems to have that little bit more grunt under full load, and did wonder if it all had emds would it have stalled out
Looks like Santa Fe had to set out a motor.
The GE has *soot!* (awesome!)
Wow awesome video
Watch the video russian trains, part 1-6, ( air of freedom). Regards.
Yeah, that’s how to get a bazillion pounds of coal moving... :)
Même lanuit ilsklaxonnent commeCA!!!!!!! Sympa !!!!!!...............
3jourspour faire100km
Etdu charbon pour fondre l'acier!!!!!!!!
I hate how quiet those SD70MACs are
Good video
When they hook power to the rear of a train, does that take the slack from each car?
Please explain to me how that works??
Nice video. I like train videos.
Watch the video about russian trains. BAM, part 1-6 ( air of freedom), cool. Regards.
full watch friend
Great video.One long train🙂
So, I know it's in UP's best interest to clear the line, but is this something they do in spirit of railroad fellowship, or will BNSF get a bill in the mail?
They get a bill. Nothing is done out of good will
10-1-18
Just saw this video
What happened one
engine break down?
If so why not cut it out&
replace it.Or was the load
to much & not enough
power.
Just wondering, does the train have to stop to disconnect the helpers so they can return?
In this case it did stop but it most likely wasn’t necessary. The UP power could have pushed without engaging the coupler so they could disconnect on the fly. However the train stopped anyway to couple a spare BNSF locomotive with an extra crew.
With the technology on new locomotives it’s rather easy to set up locomotives in DPU mode so for many reasons when locomotives are added control is usually set up for running off the lead locomotive.
Helpers with crews is rare today because railroads are getting really good at placement of power and putting enough power on trains. But in a scenario like this things can still be done the old fashioned way!
@@mattmoschkau84 thanks Matt !!!!😀😀
love the sound of the gevos whin they rev up sounds sounds like my neighbors orchard sprayer(:
Why get the UP to assist, when there is a bnsf engine just sitting in a siding doing nothing??
Since one of the rear DPU's broke down, the corridor manager said they have to the extra engine at the end of the train to balance the power or they risk breaking it apart at the summit. So the UP loco's pushed it up so the engine could be put on the back.
RailBuffs oh ok then, that makes sense
ATSF1317 yeah good question.
Where you gonna get the crew to run that engine??? Not worth calling a crew off the extra board just for that. Unless they had no body else, just not worth the expense when you already got a crew on duty and in position to assist.
You see that its sitting on a separate track, dont you? What, are they supposed to get a crane to lift it off of that track and onto the next track?
Robertocoelho825 proteção é DEUS E PAZ.DAÚDE VIDA LONGA
BNSF should take a lesson from UP... put some locos in the middle of the train and a few at the end to balance the power
Jeremy Cook. Better still break the train up into smaller units and run them a couple of minutes apart at a faster speed, the length of these trains is Rediculous, crawling along at this speed is crazy when with smaller trains they could travel a lot faster and only use the same amount of engines, I cannot see what they gain from running such a long train at such slow speeds.
Yeah, pulling the Palmer Divide looks like it would be a son of a bitch.
castle rock WA??
Colorado
Castle Rock,Colorado. Awsome town!!!
A lot of effort to get moving&A lot of coal.What would a Big Boy do?😚
Much wheel slip. My great uncle's huge 4-8-4 freight locomotive would often slip because the railroad continually overloaded it. He said it was unfortunate all of the weight was not on the drivers.
is a coal train called John ??
sorry...lame , I know...and not the first....
(I haven't seen so many spelling mistakes, in both text on the video and explanatory text, in a very long time. Sad. What's become of American education?)
You're one to talk. Your punctuation is awful. You're putting commas where they don't belong and why is your entire statement in paranthesis? You clearly don't speak english as a first language so I guess I can't jump on you too hard.
Yeah dude, I can see several grammatical errors in your statement too. Don't be a hypocrite.
What's is a contraction of what is not what has.
Stalled due to having EMD power instead of GE better pull/push
David Keeling, your statement is not accurate. How much power needed is based on the ruling grade, not who makes the locomotive. If you need four locomotives to climb the hill anything less will not do, especially if the rails are wet. Now if one of the units fails, you will not have enough power to climb the ruling grade and the train most likely will surely stall. It makes no difference whether they're GE's or EMD"s. There are people out there in train land who can explain this to you better than I can. They know how to do the math involved.
Coal trains walk a fine line between HPT and stalling on grades. Sometimes the loss of a single traction motor will be enough to stall out. Also a really good engineer can often limp an insufficient HPT train over a grade vs a crappy engineer with adequate HPT.
There are operating people who will debate the point on whether or not it makes a difference whether they are GE or EMD/Progress/Cat. In general I agree with what you're saying.....if the locomotive has "X" for traction power the manufacturer is not that important. However, there are many factors involved and a GE with AC power may indeed be a better choice than an EMD with DC in this situation or that on this day or that with this profile or that.
Seen it many times. Even with the same engineer and same consist with approximately the same tonnage in the same weather conditions may end up with different results. Not an exact science as you pointed out
The GE locomotives are falling and failing major Class 1 railroads like flies. Junkamotives as BNSF calls them. Keep in mind that all the Class 1's are rebuilding, taking out of storage and retrofitting all of their legacy EMD products, while at the same time scrapping GE units by the hundreds.
Do train drivers in the US go blow the train horn school. Enough already.
Rob Lachman shut up pommie