Nice to see a video of the dynamic and auto brakes (incl bail-off on the ind. brake) in action on a real locomotive… I was curious about the downhill braking process- thanks for posting this. 👍👍
@kleetus92 Dynamic brake is independant on reverser position. Reversing is just polarity swap on rotor, or stator. Dynamic brake has own change-over switch, which has drive mode position and brake mode positions If is dynamic braking on, stator is directly feeded with some current and this inductes current in the rotor coil. This current is being changed to heat on resistors, from which leads voltage shunt, which powers ventilators. This is used on many diesel-electric and electric locomotives.
Dynamic braking is absolutely dependent on reverser position and will not work in neutral. EMD's operator manuals are very clear on this, as is the placard on the AAR controller. In fact, the dynamic brake lever is locked in neutral and can't be moved. The reverser is not in neutral in this video, it's set to the direction of travel as it's supposed to be. The *selector lever* appears to be in neutral, because it snaps back when it's not being pulled or pushed. The selector lever also has several positions. "OFF" opens all circuits and locks out the throttle lever. "B" enables dynamic braking and allows the throttle lever to move freely. "1" is used to control the throttle under normal operation, but some locomotives also have positions 2, 3, and 4 to control older locomotives with manual transitioning that may be trailing.
Dear john,, Maybe boring but Thats Railroading! This is whats being shown, Real Operation !!! I Suggest if You Want EXCITEMENT , pay the Price and go to the Afternoon Show at The Theater.
That little lever above the throttle is the selector lever for going into power or dynamic braking. When you bail off the brakes you press down on the independant brake valve after making an application with the automatic train line valve, which is that top brake valve. If you don't bale off the independant brake valve when you make an application with the trainline, then your brakes will automatically set up on your engine.
I DO>> I normally don't respond to these type questions but I will make an exception to enhance your knowledge. There is a switch with a 5 mph restriction. I also have to change brake shoes on the engine. It's easier to control. Not all trains run down hill for miles. If it's there ,, USE IT..
Funny bout the horn valve comment. Those locos after having their short hoods chopped by the missabe had the Viloco valves mounted just above the heater in front of the engineer. That way the engineer could press the valve forward with their foot and not have to get out of the leaned back position. The 90 degree elbow that replaced where the valve used to be is seen above the heater now.
@ashlandrailroad Sortof. The train brake handle is actually a valve used for regulating the equalizing resivoir pressure. The brake pipe tries to match the equalizing resivoir pressure. Anyways, the cut-out switch just cuts out the brake handle, or valve, meaning I will be able to move the brake handle and nothing will happen. When we have more then 1 unit, the train brake valve is cutout on all units except the lead unit. However the trailing units can still pump air into the cars behind us.
Well thats a new one on me. I always thought that when you put the locomotive, like one of these classics as I call them, into full dynamic braking that the prime mover would be running full speed.
No this isn't a train game. The engine only needs to run at a speed enough for proper motor cooling and to have the output power to excite the traction motors. At low braking efforts most newer or rebuilt locomotives don't leave idle until a certain braking effort is reached. It would be utterly wasteful if the engine was going full speed
Man would love to ride along with you guys someday later this summer me an a friend are producing a dvd called A summer of shortline Railroading in Ohio. You met me once at Alliance, Ohio.
Interesting that it still has the straight air connection on it too apparently. I was also surprised to see that the dynamic brakes operate with the reverser in neutral. I thought it had to be set in the direction of travel, then you used either the throttle or dynamic brake handle to get what you need.
You are correct. Dynamics will not work unless the reverser is thrown in the direction you are traveling. This is because the field current has to be the proper polarity.
The reverser is in forward, not neutral. The lever that appears neutral is the selector lever used to toggle between normal and dynamic braking. It springs back to center when it's not being pulled or pushed.
@@vivekshreeni7897 : early 1970s. The AAR console became the standard in 1972, although operators could obviously order other equipment if desired. The positions on a unit not equipped to manage trailing units with manual transition are "B," "OFF," and "1." For units equipped to manage trailing units with manual transition, the positions are "B," "OFF," and 1-4. "OFF" opens all circuits and limits the throttle to two positions - "IDLE" and "STOP."
Nice vid! I like the camera work and the sound is good too. I like the schedule 26 all brass automatic brake handle on that loco. BTW, how old do you think the solid brass reverser handles are? I have one in my collection and was told that the brass reversers came on the new locos from EMD and you had to be one of the first to operate the new ones to get those handles. I was thinking the all brass reversers are from the 1960's?? Could be wrong about that. Nowadays everything is plastic, not the same.
jess dineVideo. Real day recording. The Reverser was plastic alto I carry a Brass Handle from the late 40's but the Air Brake Handle was from the Late 50's. Thanks,
@thenicefuckinglife I know what it is. I was under the impression from the power schematics I've seen that the reverser needed to be set for it to work. Learn something new every day. Should also note the traction motor blowers are still controlled by the prime mover, so running the engine up will put some air on the motors to keep them from baking out their insulation.
From a conductor who learned a bit by watching: When you apply the "automatic" brake, it applies brakes on both the cars and the locomotive. Sometimes, you want the engine to be "dragged" to a stop by the cars, rather than have them bunch up behind the engine. In those circumstances, you push down on the locomotive brake handle, which releases just the locomotive brakes. That is called "bailing."
You make sure the throttle is at 0 and than make sure it's in neutral, than the dynamic brake handle is unlocked and you can use it, be aware though, they are very powerful. It just turns the traction motors into giant generators and the electric generated is converted to hear and blown out via the cooling fans ontop if the uni.
Yes, you need to have the throttle in idle before going into dynamics, however if you're in "neutral", you wont be able to move the dynamic brake handle at all. You need to have the reverser in either forward or reverse.
What do you do when the dynamics are inoperative? Go down the hill at 40mph and then dump it? And trust me, my knowledge has been enhanced enough by 10,000 ton junk freight trains at 50mph. To enhance your knowledge consider that being reliant on a specific train handling method only contributes to the loss of skill on the others.
Uh? No. If you actually ran trains that heavy outside of simulators you'd know you don't just slam on the brakes at the last second. Also some grades prohibit operation without working dynamic brakes, but I doubt that's the case here. I would imagine for an industry like this that he would just put some air on and shove it down the hill at 20 or so to keep control, not 40. There is no "reduction in skill." It's a train. If he's an engineer then he knows how to run a train without dynamics.🤦
Love this motor! Beautifully rebuilt!! I hope these mighty monsters NEVER DIE OUT!!! FORGET Gensets!!!
WOW! The dynamics still work.
Nice to see a video of the dynamic and auto brakes (incl bail-off on the ind. brake) in action on a real locomotive… I was curious about the downhill braking process- thanks for posting this. 👍👍
@kleetus92
Dynamic brake is independant on reverser position. Reversing is just polarity swap on rotor, or stator. Dynamic brake has own change-over switch, which has drive mode position and brake mode positions If is dynamic braking on, stator is directly feeded with some current and this inductes current in the rotor coil. This current is being changed to heat on resistors, from which leads voltage shunt, which powers ventilators. This is used on many diesel-electric and electric locomotives.
Dynamic braking is absolutely dependent on reverser position and will not work in neutral. EMD's operator manuals are very clear on this, as is the placard on the AAR controller. In fact, the dynamic brake lever is locked in neutral and can't be moved. The reverser is not in neutral in this video, it's set to the direction of travel as it's supposed to be. The *selector lever* appears to be in neutral, because it snaps back when it's not being pulled or pushed.
The selector lever also has several positions. "OFF" opens all circuits and locks out the throttle lever. "B" enables dynamic braking and allows the throttle lever to move freely. "1" is used to control the throttle under normal operation, but some locomotives also have positions 2, 3, and 4 to control older locomotives with manual transitioning that may be trailing.
Dear john,, Maybe boring but Thats Railroading! This is whats being shown, Real Operation !!! I Suggest if You Want EXCITEMENT , pay the Price and go to the Afternoon Show at The Theater.
ERIE1264 As someone who also switches cars, this is exciting
a well presented loco,, cab and all nicely cleaned,,,
That little lever above the throttle is the selector lever for going into power or dynamic braking. When you bail off the brakes you press down on the independant brake valve after making an application with the automatic train line valve, which is that top brake valve. If you don't bale off the independant brake valve when you make an application with the trainline, then your brakes will automatically set up on your engine.
I DO>> I normally don't respond to these type questions but I will make an exception to enhance your knowledge. There is a switch with a 5 mph restriction. I also have to change brake shoes on the engine. It's easier to control.
Not all trains run down hill for miles. If it's there ,, USE IT..
What an awesome video!! Thank you so much for sharing it !!
Funny bout the horn valve comment. Those locos after having their short hoods chopped by the missabe had the Viloco valves mounted just above the heater in front of the engineer. That way the engineer could press the valve forward with their foot and not have to get out of the leaned back position. The 90 degree elbow that replaced where the valve used to be is seen above the heater now.
@trainman2816 when you say it is to cut in/out the train brakes do you mean it turns of the air running to the cars
@ashlandrailroad Sortof. The train brake handle is actually a valve used for regulating the equalizing resivoir pressure. The brake pipe tries to match the equalizing resivoir pressure. Anyways, the cut-out switch just cuts out the brake handle, or valve, meaning I will be able to move the brake handle and nothing will happen. When we have more then 1 unit, the train brake valve is cutout on all units except the lead unit. However the trailing units can still pump air into the cars behind us.
Good Eye for Detail !! This is one of four horn buttons around the cab as the horn is blown by a solinoid energized by these switches.
Fun to watch it all work. Thanks.
@ashlandrailroad That is how we cut in/cutout the train brake. It's used when we want to set out a unit for Trail.
I used to have a controller with the selector handle to NS 1624. Which can be found on my page.
Well thats a new one on me. I always thought that when you put the locomotive, like one of these classics as I call them, into full dynamic braking that the prime mover would be running full speed.
No this isn't a train game. The engine only needs to run at a speed enough for proper motor cooling and to have the output power to excite the traction motors.
At low braking efforts most newer or rebuilt locomotives don't leave idle until a certain braking effort is reached. It would be utterly wasteful if the engine was going full speed
@@pootispiker2866 I know that.
Man would love to ride along with you guys someday later this summer me an a friend are producing a dvd called A summer of shortline Railroading in Ohio. You met me once at Alliance, Ohio.
Did you go straight to full service?
what switch did you twist on the train brakes and what dose it do
Interesting that it still has the straight air connection on it too apparently. I was also surprised to see that the dynamic brakes operate with the reverser in neutral. I thought it had to be set in the direction of travel, then you used either the throttle or dynamic brake handle to get what you need.
You are correct. Dynamics will not work unless the reverser is thrown in the direction you are traveling. This is because the field current has to be the proper polarity.
The reverser is in forward, not neutral. The lever that appears neutral is the selector lever used to toggle between normal and dynamic braking. It springs back to center when it's not being pulled or pushed.
I see that the control stand only has one throttle. What's the function of the small handle above throttle?
That's a notch selector used in all emd locomotives till the late 1970s.I t has three positions dynamic braking,idle and traction😎.
@@vivekshreeni7897 : early 1970s. The AAR console became the standard in 1972, although operators could obviously order other equipment if desired. The positions on a unit not equipped to manage trailing units with manual transition are "B," "OFF," and "1." For units equipped to manage trailing units with manual transition, the positions are "B," "OFF," and 1-4. "OFF" opens all circuits and limits the throttle to two positions - "IDLE" and "STOP."
where are the other three?
What's the name of this horn 7:45 ?
This is a fouled RS3L.Plays the notes of an RS2M or S2M
I've listened to Big Mike videos narrated i wish he'd be hear here💪💪👍👍🚂🚂🚂
the black one?
Nice vid! I like the camera work and the sound is good too. I like the schedule 26 all brass automatic brake handle on that loco. BTW, how old do you think the solid brass reverser handles are? I have one in my collection and was told that the brass reversers came on the new locos from EMD and you had to be one of the first to operate the new ones to get those handles. I was thinking the all brass reversers are from the 1960's?? Could be wrong about that. Nowadays everything is plastic, not the same.
jess dineVideo. Real day recording. The Reverser was plastic alto I carry a Brass Handle from the late 40's but the Air Brake Handle was from the Late 50's. Thanks,
its a selector handle to go from power to dynamic brakes then the throttle handle becomes the dynamic brake handle
It changes the throttle function from Power to Dynamic brake
dieselboy53 (n
@thenicefuckinglife I know what it is. I was under the impression from the power schematics I've seen that the reverser needed to be set for it to work. Learn something new every day. Should also note the traction motor blowers are still controlled by the prime mover, so running the engine up will put some air on the motors to keep them from baking out their insulation.
You are correct, the reverse has to be thrown in the direction of travel for the dynamics to work.
I think its kind of funny listening to your conductor give his commands over the radio! LOL you can tell he was never given proper training.
He's talking about the selector.
I miss being able to control they dynamics...our ponies its a blended brake system. Not quite as fun.
what does it mean to "bail off" the brakes?
From a conductor who learned a bit by watching: When you apply the "automatic" brake, it applies brakes on both the cars and the locomotive.
Sometimes, you want the engine to be "dragged" to a stop by the cars, rather than have them bunch up behind the engine. In those circumstances, you push down on the locomotive brake handle, which releases just the locomotive brakes. That is called "bailing."
You make sure the throttle is at 0 and than make sure it's in neutral, than the dynamic brake handle is unlocked and you can use it, be aware though, they are very powerful. It just turns the traction motors into giant generators and the electric generated is converted to hear and blown out via the cooling fans ontop if the uni.
Yes, you need to have the throttle in idle before going into dynamics, however if you're in "neutral", you wont be able to move the dynamic brake handle at all. You need to have the reverser in either forward or reverse.
Not if youre a rail-fan like us!
Who needs a genset?
What do you do when the dynamics are inoperative? Go down the hill at 40mph and then dump it? And trust me, my knowledge has been enhanced enough by 10,000 ton junk freight trains at 50mph. To enhance your knowledge consider that being reliant on a specific train handling method only contributes to the loss of skill on the others.
Uh? No. If you actually ran trains that heavy outside of simulators you'd know you don't just slam on the brakes at the last second. Also some grades prohibit operation without working dynamic brakes, but I doubt that's the case here. I would imagine for an industry like this that he would just put some air on and shove it down the hill at 20 or so to keep control, not 40.
There is no "reduction in skill." It's a train. If he's an engineer then he knows how to run a train without dynamics.🤦
Who uses the dynamic brake to set 30 cars over at 4mph? Apparently, this guy ^^^ you're switching not taking 80 cars down a 1% hill for 45 miles!
MikeyP15181518 Different guys hold cars different ways. You figure out what works for you, so long as you don't tear stuff up.