this is a great vid. thanks for the catch and sticking with it. bummer is that (to us) all R/R's using PTC expect computers to control things when companies cannot even have CLEAR radio communications between crews and the office?! do not think we have ever heard a clear and crisp radio conversation in hundreds of R/R vids.
That is normal operating procedures. Go to number 8 ASAP. Then what ever notch is needed to maintain max authorized speed, or as close to it as possible. On the railroad I retired from we are paid by the mile. So the sooner we get to our destination or crew change point, with in the limits of the rules, the better it is for every one concerned. The RR, the crews, the customers, the dispatchers, and the crew behind us.
Hello Hunter I found your channel by scrolling so clicked on I watched it you have a great channel from your new subscriber Kevin James Stout in High Prairie Alberta Canada 👍👍👍
You need to understand that 10s of thousands of events happen per day just in the US that PTC is watching over. Every slow order, every restricting signal, every stop order, etc, etc. So there are bound to be some malfunctions probably every day. But if it saves one life a year it is worth it.
Only thing missing in his interaction with the PTC Helpdesk is somebody with an Indian/South Asian accent like most office workers get for computer problems.
"yeees. What is you problem todayyy?" You're SO right. Those guys really can't use English at all. WHY we're asked to "press 1 for English" is beyond me. When you do press 1, THEY are the ones who cant speak it. (as we all know). So, thumbs up for AMERICANS and good ol American know-how!
Remember what the ancient sage once said: To err is human; to really screw up, it takes a computer. In a tops-turvy world, it’s reassuring that the old maxims still mean something.
Emergency and Suppression are two different things. Suppression is typically a penalty type of application, to zero PSI, at the normal rate of reduction (about 400 fps). Emergency is an immediate reduction (about 900 fps). You can usually recover a penalty/suppression application while on the move. An emergency application requires a full stop before the PCS can be reset to attempt recovery.
When I think PTC, I think of Philadelphia Toboggan Company lol Anyway, I have heard of Positive Train Control and it seems like a good idea but here something really went wrong obviously
You need to understand that 10s of thousands of events happen per day just in the US that PTC is watching over. Every slow order, every restricting signal, every stop order, etc, etc. So there are bound to be some malfunctions probably every day. But if it saves one life a year it is worth it.
Another way for the feds to control us. Real men could run real trains and fly real planes without computers. Everything these days is a "reaction" to a major flaw or mistake - the fault of one.
@@newpylong - oh yes, I agree that there are pros and cons. A major issue in this day and age (and it is showing up ever so frequently) is sleep apnea/deprivation. I am not knocking these tech devices, but admittedly, they are a bit scary in the aircraft.
@@AshleesBathroom - women, too! Yes, it is not a gender thing - sorry. My point was that humans can do most of what technology does and even better (just not faster and more conveniently). The 737 MAX is always on my mind and this could have been avoided.
Switch to manual override. PTC is not needed for another 3 years. They need to have a training session for all the train crews to go over every condition and what to do to address each issue There needs to be manuals in each locomotive with the equipment to tell them what to do for each condition How is it possible that crews can drive the trains without knowing anything about the systems in their locomotives ? We know that the train companies are buying time till the computers can take full control and they can run completely humanless, like they have in Australia
They wont get very far because its gonna take one bad accident. Look at the boeing 737 failing in flight. Thats all its gonna take. Computers arent reliable.
@@Walkwith7 The default position for possible trouble is to stop the train. The dispatch computer will control routing, so there should not be any way for a train to get on the wrong track or to pass a red signal If a train does, a human will be alerted There will be multiple cutoff systems and if dispatch computer can't shut it down, the MCP will send data that conflicts with what it is supposed to be and the train will stop. The PTC controls the train but it is not the only system that can stop the train. It is getting the bugs worked out. It will be another 3 or 4 years before trains get automatically dispatch with no human on board Looking at the crash in Philly, the gun shit that hit the control panel caused the train to speed out of control. I often wonder if the PTC would have been able to stop the train. The engineer lost all control of the train because the shots shorted out the control panel controls. I know they kept trying to blame him and say it was human error and hide the evidence. I live down here, and just like anything else, we here at the scene of the accident got the actual information on what really happened. It was awful they were trying to make him the scape goat. No engineer is going to go from 60 to 128 approaching the station People need to ask questions and listen to the facts Our reporters did report the gun shots but quickly dropped that from the official account.
Some times it takes a while to get the PC switch to reset. Until it resets no air will be directed to the train line regardless of the position of the brake handle. Once it resets and the brake handle is placed in the release notch air will be directed to the train line and it should be recharged in 5 to 10 minutes and the brakes will release.
The railroad did not....CSXT is 21,000 miles of track. This part of the line was possibly impacted depending on how close the trailing or oncoming trains were. Highly possible that the only delay would have been this particular train.
Hope the lawmakers are proud of this system. With PTC, they should be able to put all the railroads out of business! Take control away from the engineers and this is what you get!
PTC does not take control of the train unless the engineer fails to respond to a restriction, rather the restriction is a permanent or temporary one. As long as the engineer reacts properly to the signals or restrictions, like a slow order in a town, PTC will not get involved unless something goes wrong like in this video. The system is designed to be fail safe, which will stop the train, in situations like this video.
40+ years locomotive engineer. I retired a few years ago an glad I did. I never had to use ptc and never had to put up with inward facing camera. Learned by seat of pants and trained the simulators. COMPUTERS SUCK AND CRASH AIRPLANES. Yep I saw it all. Computer goes down.. stop everything shut the locomotive completely down pull the battery switch then restart everything.BS!
You have my utmost respect, Mr. Wilson! Like every profession, including teaching, we can all agree upon one thing: "It is not like it was the first day you came on the railroad?"
@@adrianspeeder Lion Air 610 and Ethiopian Airlines 302. 346 dead due to sensor failure on the MCAS and pilots being unaware the system, run by computer, was on board. The entire fleet has been grounded nearly 2 years due to a computer glitch.
@@TaterRaider The computer didn't crash either aircraft. Incorrect pilot training/ability to react to a situation crashed both. You could have the same result on an analog airplane with a runaway pitch trim motor if the pilots don't know what to do. Additionally, Boeing is responsible for allowing the sale of a jet with one AOA input, and for an added cost option to be crosschecked by two AOA transmitters. My airplane doesn't have MCAS, but has a very similar idea/system called Alpha Limiting. The Air Force required SIX sensor inputs, and I can not fly if more than one AOA transmitter is inop.
au - grew up 2 blocks away from railyway station 1960s > seen all the steam engines to diesels Ringling bros circus unloading elephants 1960s sunny day in shorts standing on the corner watching them come down the street to were the cirus sets up just a lad with a stick & 3wheeler kids bike never forgot it . ran home to tell others we came backthe bike crushed :)
The signal is green over a double red. The green signal is called clear. It means to proceed at maximum authorized speed. I believe from the conversation they are in CTC territory. The CTC allows the dispatcher to move the trains by controlling the switches and signals at sidings or control points. There is probably a power switch at a siding or junction controlled by the dispatcher on the other side of the signal. If the dispatcher wanted to direct the train into a siding the signals could be red over yellow or green over red or dark. Which are called diverging approach or diverging clear. If the signal was three reds that is a stop signal. The train must stay stopped until the signal changes to a proceed signal or they get permission from the dispatcher to go by the stop signal.
Up engineer retired. Yep the up might have working on some locations but it’s common not. Lots of reasons why some being training or Equment not installed. It cost money to get this stuff working and they won’t get it working everywhere until they get the bugs worked out. Sir you really don’t get the big picture!
A quick google search shows it to basically be a leash tied to GPS. If the locomotive is not where it is supposed to be, (or thinks it's not where it is supposed to be) the system halts the locomotive.
@@stuffhappens9215 It also speed-limits the train to appropriate speeds for a given section of track. It's a crucial piece of safety equipment in many areas.
It is a safety system that will stop a train if the engineer does not respond to a restricting signal, slow orders, rather they are permanent or temporary, exceeding the max authorized speed for the train’s location, etc, etc. I understand that the location of the train portion of PTC can be a GPS or a transponder system. I have also heard that there may be a sensor system too.
I am a retired, over the road locomotive instructor engineer off of a class one railroad out of New Orleans. Since retirement I have been involved with an organization that operates a steam locomotive, vintage diesel locomotives, and vintage passenger and freight equipment. There I wear many hats, the COO, Engineer, Fireman, Conductor, and Mechanic. Altogether 49 years, all in operations. This explanation could take a whole chapter to explain. In a classroom it could take all day. I will try to explain it in a few paragraphs. First : The engineer knows by the rate the train line decreases to zero that it is not in emergency. Second: During the conversation with the dispatcher the crew explains the messages the PTC system was giving them. When the PTC system stops the train it does so by putting the brake system in suppression, also known as a penalty application of the brakes. So the train line pressure reduces at the same rate as a normal brake application, except the train line goes to zero pounds. But does not activate the emergency brake application. With the brake handle in the released position and a normal brake line pressure of 90 pounds, the train line that runs the whole length of the train, the auxiliary, and emergency reservoirs on each car, will also have 90 pounds. The brake cylinder on each car will be at zero pounds with no brakes applied. When the brake system goes into suppression, either from a penalty application such as PTC, or the engineer selects the suppression notch with the brake handle the train line will go to zero at a normal brake application rate. The auxiliary reservoir will equalize with the brake cylinder and each will have 67 pounds of air pressure. Which is also known as a full service brake application. At this point, with the train line at zero, even if the engineer places the brake handle in emergency the emergency reservoirs on each car will remain at 90 pounds. No additional air pressure will be added to the brake cylinders. To activate the emergency application of the brake system there must be air in the train line. The emergency application activates due to the rapid decrease in pressure in the train line which is about twice as fast as a normal brake application. When the engineer told the dispatcher, “It took all of his air,” he is referring to the train line that went to zero pounds. If every thing went to zero pounds there would not be any brakes applied. There is not a pressure gauge that reads the brake pressure on each car. We know that there is pressure in the brake cylinders on each car due to the reduction of the brake line pressure.
Also known as, penalty brake application. If you don't acknowledge an alerter, or a cab signal, within a cetain period it will go into a penalty application.
@xheralt - the air can be recharged after an emergency application. A penalty is activated and suppresses the braking system if a cab signal is not acknowledged. In any case, the necessary steps need to be taken in order to recharge the system. Needless to say, the longer the consist, the more time is required. To answer your question, it all happened automatically. I don't believe he brought it to a stop on his own.
Suppression is a brake application usually associated with a type of penalty brake application. It is also the notch just before emergency and the engineer can also choose it mechanically. I have had my train go into suppression a few times when my engine reacted to a cab signal. We do not have an operational cab signal system on the division I worked on. On one occasion I had to switch the lead unit back in the consist to be able to depart. We could not get the cab signals to cut out on that unit. But when it was no longer the controlling unit it worked OK. Also a couple times when the altered system would not recognize me acknowledging the alerter. That was mainly on the NS locomotives. Once the locomotive goes into suppression the train line will go to zero PSI at the same rate of reduction as a normal brake application. But it does not put the train into emergence. I have never tried to reset the system until the train has stopped.
Someday soon, they're going to learn to run these freights as Drones. They will be operated by someone hundreds if not thousands of miles away. Same as trucks on the highway only easier with trains.
The regular freight trains in North America do not have electronic brakes, except the dynamic brakes on the engines. These are controlled mechanically and not connected to the internet. And I doubt very seriously that trains that will, or do have electronic brakes will be connected to the internet. I have heard of some experiments being conducted with electronic brakes on commuter trains. But don’t see it happening on freight trains or most Amtrak trains.
CSX frieght train can't not move forward unfortunately wait on maintenance people see what's the problem they have pray that the crew locomotives hauling everything trailer name of Jesus Christ give them travel mercies safe before deadline they are proceeding good luck be careful awesome video friend bless you
Standard operating procedure for a train crew to notify the Rail Traffic Controller that their train has come to a stop for any reason when it is an unexpected stop. The RTC isnt sitting there staring at THAT train on his computer screen, he or she likely has dozens of trains to watch over, so if something funny happens, it has to be brought to their attention, and that is done sooner rather than later.
For those asking about PTC: en.wikipedia.org/wiki/Positive_train_control
How long did q 031-25 sit there
@@ethanvernonstrains9289 I would say about 25 minutes or so.
@@Hunterwj12 thanks
this is a great vid. thanks for the catch and sticking with it. bummer is that (to us) all R/R's using PTC expect computers to control things when companies cannot even have CLEAR radio communications between crews and the office?! do not think we have ever heard a clear and crisp radio conversation in hundreds of R/R vids.
Man he sure put the hammer down after they got moving again. Fed her all of the onions!
Yeah. Had to make up time I guess.
Those kind are funions.
That is normal operating procedures. Go to number 8 ASAP. Then what ever notch is needed to maintain max authorized speed, or as close to it as possible. On the railroad I retired from we are paid by the mile. So the sooner we get to our destination or crew change point, with in the limits of the rules, the better it is for every one concerned. The RR, the crews, the customers, the dispatchers, and the crew behind us.
Hello Hunter I found your channel by scrolling so clicked on I watched it you have a great channel from your new subscriber Kevin James Stout in High Prairie Alberta Canada 👍👍👍
So much for the functionality of PTC.....
You need to understand that 10s of thousands of events happen per day just in the US that PTC is watching over. Every slow order, every restricting signal, every stop order, etc, etc. So there are bound to be some malfunctions probably every day. But if it saves one life a year it is worth it.
Wow! thats a real CSX train, thats a beauty...... thanks for sharing.
Good catch. Nice to hear the audio
Ptc is cool when it works. I hate it. It does keep you from getting in trouble though.
Only thing missing in his interaction with the PTC Helpdesk is somebody with an Indian/South Asian accent like most office workers get for computer problems.
"yeees. What is you problem todayyy?"
You're SO right. Those guys really can't use English at all. WHY we're asked to "press 1 for English" is beyond me. When you do press 1, THEY are the ones who cant speak it. (as we all know).
So, thumbs up for AMERICANS and good ol American know-how!
wow, grown up around trains and never seen one stop that fast and those speeds
Remember what the ancient sage once said: To err is human; to really screw up, it takes a computer. In a tops-turvy world, it’s reassuring that the old maxims still mean something.
Great catch and great video...
Great Catch!!!
Amazing how fast they can stop that many tons when in emergency
Emergency and Suppression are two different things. Suppression is typically a penalty type of application, to zero PSI, at the normal rate of reduction (about 400 fps).
Emergency is an immediate reduction (about 900 fps).
You can usually recover a penalty/suppression application while on the move. An emergency application requires a full stop before the PCS can be reset to attempt recovery.
When I think PTC, I think of Philadelphia Toboggan Company lol Anyway, I have heard of Positive Train Control and it seems like a good idea but here something really went wrong obviously
You need to understand that 10s of thousands of events happen per day just in the US that PTC is watching over. Every slow order, every restricting signal, every stop order, etc, etc. So there are bound to be some malfunctions probably every day. But if it saves one life a year it is worth it.
Positive Train Control system, something else for the driver to know how to use and to be proficient with
Another way for the feds to control us. Real men could run real trains and fly real planes without computers. Everything these days is a "reaction" to a major flaw or mistake - the fault of one.
@@newpylong - oh yes, I agree that there are pros and cons. A major issue in this day and age (and it is showing up ever so frequently) is sleep apnea/deprivation. I am not knocking these tech devices, but admittedly, they are a bit scary in the aircraft.
@@georgemurphy2579 why real men? What about the women who operate trains? They get little representation :3
(I'm not trying to go all sjw on you.)
@@AshleesBathroom - women, too! Yes, it is not a gender thing - sorry. My point was that humans can do most of what technology does and even better (just not faster and more conveniently). The 737 MAX is always on my mind and this could have been avoided.
@@georgemurphy2579 I agree 100 percent.
Nice catch
Switch to manual override. PTC is not needed for another 3 years.
They need to have a training session for all the train crews to go over every condition and what to do to address each issue
There needs to be manuals in each locomotive with the equipment to tell them what to do for each condition
How is it possible that crews can drive the trains without knowing anything about the systems in their locomotives ?
We know that the train companies are buying time till the computers can take full control and they can run completely humanless, like they have in Australia
Right now, PTC is garbage. I monitor both CSX and NS and constantly hear locomotives calling their dispatcher with PTC issues.
They wont get very far because its gonna take one bad accident. Look at the boeing 737 failing in flight. Thats all its gonna take. Computers arent reliable.
@@Walkwith7 The default position for possible trouble is to stop the train.
The dispatch computer will control routing, so there should not be any way for a train to get on the wrong track or to pass a red signal
If a train does, a human will be alerted
There will be multiple cutoff systems and if dispatch computer can't shut it down, the MCP will send data that conflicts with what it is supposed to be and the train will stop.
The PTC controls the train but it is not the only system that can stop the train.
It is getting the bugs worked out.
It will be another 3 or 4 years before trains get automatically dispatch with no human on board
Looking at the crash in Philly, the gun shit that hit the control panel caused the train to speed out of control.
I often wonder if the PTC would have been able to stop the train.
The engineer lost all control of the train because the shots shorted out the control panel controls.
I know they kept trying to blame him and say it was human error and hide the evidence.
I live down here, and just like anything else, we here at the scene of the accident got the actual information on what really happened.
It was awful they were trying to make him the scape goat.
No engineer is going to go from 60 to 128 approaching the station
People need to ask questions and listen to the facts
Our reporters did report the gun shots but quickly dropped that from the official account.
You telling me driverless trains actually exist?
Yes called RCO trains
Heard that conversation.. Took a while to get air back as I remember...
Some times it takes a while to get the PC switch to reset. Until it resets no air will be directed to the train line regardless of the position of the brake handle. Once it resets and the brake handle is placed in the release notch air will be directed to the train line and it should be recharged in 5 to 10 minutes and the brakes will release.
So, a PTC failure, and the railroad shuts down for 20 minutes.
Best reason for having a way to override the system when needed.
The railroad did not....CSXT is 21,000 miles of track. This part of the line was possibly impacted depending on how close the trailing or oncoming trains were. Highly possible that the only delay would have been this particular train.
No!!! Just this one train..
Hope the lawmakers are proud of this system. With PTC, they should be able to put all the railroads out of business! Take control away from the engineers and this is what you get!
PTC does not take control of the train unless the engineer fails to respond to a restriction, rather the restriction is a permanent or temporary one. As long as the engineer reacts properly to the signals or restrictions, like a slow order in a town, PTC will not get involved unless something goes wrong like in this video. The system is designed to be fail safe, which will stop the train, in situations like this video.
40+ years locomotive engineer. I retired a few years ago an glad I did. I never had to use ptc and never had to put up with inward facing camera. Learned by seat of pants and trained the simulators. COMPUTERS SUCK AND CRASH AIRPLANES. Yep I saw it all. Computer goes down.. stop everything shut the locomotive completely down pull the battery switch then restart everything.BS!
You have my utmost respect, Mr. Wilson!
Like every profession, including teaching, we can all agree upon one thing: "It is not like it was the first day you came on the railroad?"
Why would you need inward facing cameras to make sure you're not on your phone.
Computers do not crash airplanes.
@@adrianspeeder Lion Air 610 and Ethiopian Airlines 302. 346 dead due to sensor failure on the MCAS and pilots being unaware the system, run by computer, was on board. The entire fleet has been grounded nearly 2 years due to a computer glitch.
@@TaterRaider The computer didn't crash either aircraft. Incorrect pilot training/ability to react to a situation crashed both. You could have the same result on an analog airplane with a runaway pitch trim motor if the pilots don't know what to do. Additionally, Boeing is responsible for allowing the sale of a jet with one AOA input, and for an added cost option to be crosschecked by two AOA transmitters. My airplane doesn't have MCAS, but has a very similar idea/system called Alpha Limiting. The Air Force required SIX sensor inputs, and I can not fly if more than one AOA transmitter is inop.
Looks like a train headed for Baltimore, and that tunnel that’s a LITTLE too low...?
au - grew up 2 blocks away from railyway station 1960s >
seen all the steam engines to diesels
Ringling bros circus unloading elephants 1960s
sunny day in shorts standing on the corner watching them come down the street to were the cirus sets up
just a lad with a stick & 3wheeler kids bike never forgot it . ran home to tell others we came backthe bike crushed :)
Technology is great, when it works.
What’s the signal indication? Green red yellow? What does that mean?
Green/red/red - Clear
Also the words tell the engineer that his authorization to proceed is the roadside signal. Basically, do what it says.
The signal is green over a double red. The green signal is called clear. It means to proceed at maximum authorized speed. I believe from the conversation they are in CTC territory. The CTC allows the dispatcher to move the trains by controlling the switches and signals at sidings or control points. There is probably a power switch at a siding or junction controlled by the dispatcher on the other side of the signal.
If the dispatcher wanted to direct the train into a siding the signals could be red over yellow or green over red or dark. Which are called diverging approach or diverging clear. If the signal was three reds that is a stop signal. The train must stay stopped until the signal changes to a proceed signal or they get permission from the dispatcher to go by the stop signal.
Trees must've blocked a low laying GPS sat...
As a 28 year HOGGEAD on the UP in south Texas we don’t have this appliance on our locomotives
Actually, UP already does have them on many of their units. They just rebuilt and refitted a bunch of Dash 9s and AC4400CWs with PTC.
To my knowledge those units are not used in South Texas
Then I would be using this time to do some "homework" sir!
Up engineer retired. Yep the up might have working on some locations but it’s common not. Lots of reasons why some being training or Equment not installed. It cost money to get this stuff working and they won’t get it working everywhere until they get the bugs worked out. Sir you really don’t get the big picture!
Cnw#8701 are you an engineer or a rail fan?
What is with the non stop horn at the start??
The Engineer was blowing for the road crossings. It’s a federal law unless a quite zone is established in some cities.
Great info...thanks!!!!
nice vid
the train signal is on green and he should be moving by now.
And it would stay green until the engine had crossed into the new block then it would go / turn red.
Actually the PTC desk held the train up trying to get the system fixed or reset.
What is PTC?
Positive Train Control
@@bw4t ok
A quick google search shows it to basically be a leash tied to GPS. If the locomotive is not where it is supposed to be, (or thinks it's not where it is supposed to be) the system halts the locomotive.
@@stuffhappens9215 It also speed-limits the train to appropriate speeds for a given section of track. It's a crucial piece of safety equipment in many areas.
It is a safety system that will stop a train if the engineer does not respond to a restricting signal, slow orders, rather they are permanent or temporary, exceeding the max authorized speed for the train’s location, etc, etc. I understand that the location of the train portion of PTC can be a GPS or a transponder system. I have also heard that there may be a sensor system too.
How exactly do you know he was out into penalty because of PTC failure...?
I am a retired, over the road locomotive instructor engineer off of a class one railroad out of New Orleans. Since retirement I have been involved with an organization that operates a steam locomotive, vintage diesel locomotives, and vintage passenger and freight equipment. There I wear many hats, the COO, Engineer, Fireman, Conductor, and Mechanic. Altogether 49 years, all in operations.
This explanation could take a whole chapter to explain. In a classroom it could take all day. I will try to explain it in a few paragraphs.
First : The engineer knows by the rate the train line decreases to zero that it is not in emergency. Second: During the conversation with the dispatcher the crew explains the messages the PTC system was giving them. When the PTC system stops the train it does so by putting the brake system in suppression, also known as a penalty application of the brakes. So the train line pressure reduces at the same rate as a normal brake application, except the train line goes to zero pounds. But does not activate the emergency brake application.
With the brake handle in the released position and a normal brake line pressure of 90 pounds, the train line that runs the whole length of the train, the auxiliary, and emergency reservoirs on each car, will also have 90 pounds. The brake cylinder on each car will be at zero pounds with no brakes applied.
When the brake system goes into suppression, either from a penalty application such as PTC, or the engineer selects the suppression notch with the brake handle the train line will go to zero at a normal brake application rate. The auxiliary reservoir will equalize with the brake cylinder and each will have 67 pounds of air pressure. Which is also known as a full service brake application. At this point, with the train line at zero, even if the engineer places the brake handle in emergency the emergency reservoirs on each car will remain at 90 pounds. No additional air pressure will be added to the brake cylinders.
To activate the emergency application of the brake system there must be air in the train line. The emergency application activates due to the rapid decrease in pressure in the train line which is about twice as fast as a normal brake application.
When the engineer told the dispatcher, “It took all of his air,” he is referring to the train line that went to zero pounds. If every thing went to zero pounds there would not be any brakes applied. There is not a pressure gauge that reads the brake pressure on each car. We know that there is pressure in the brake cylinders on each car due to the reduction of the brake line pressure.
'Suppression' mode defined as, what??
A suppression brake application. It is the level of braking just before an emergency brake application.
Also known as, penalty brake application. If you don't acknowledge an alerter, or a cab signal, within a cetain period it will go into a penalty application.
@xheralt - the air can be recharged after an emergency application. A penalty is activated and suppresses the braking system if a cab signal is not acknowledged.
In any case, the necessary steps need to be taken in order to recharge the system. Needless to say, the longer the consist, the more time is required.
To answer your question, it all happened automatically. I don't believe he brought it to a stop on his own.
@xheralt he did exactly what he was trained and under orders to do
Suppression is a brake application usually associated with a type of penalty brake application. It is also the notch just before emergency and the engineer can also choose it mechanically. I have had my train go into suppression a few times when my engine reacted to a cab signal. We do not have an operational cab signal system on the division I worked on. On one occasion I had to switch the lead unit back in the consist to be able to depart. We could not get the cab signals to cut out on that unit. But when it was no longer the controlling unit it worked OK. Also a couple times when the altered system would not recognize me acknowledging the alerter. That was mainly on the NS locomotives.
Once the locomotive goes into suppression the train line will go to zero PSI at the same rate of reduction as a normal brake application. But it does not put the train into emergence. I have never tried to reset the system until the train has stopped.
Someday soon, they're going to learn to run these freights as Drones. They will be operated by someone hundreds if not thousands of miles away. Same as trucks on the highway only easier with trains.
What.
Awesome
Won't it be great when hackers get to make the electronic train brakes go into emergency.....
The regular freight trains in North America do not have electronic brakes, except the dynamic brakes on the engines. These are controlled mechanically and not connected to the internet. And I doubt very seriously that trains that will, or do have electronic brakes will be connected to the internet. I have heard of some experiments being conducted with electronic brakes on commuter trains. But don’t see it happening on freight trains or most Amtrak trains.
What is a ptc
en.wikipedia.org/wiki/Positive_train_control
Today's technology is just so wonderful. Not
This technology is getting to the point where they really won't need us anymore. And when I say us I'm talking about humans.
Sometimes, not always...
The newer locomotives in particular are incredible machines.
CSX frieght train can't not move forward unfortunately wait on maintenance people see what's the problem they have pray that the crew locomotives hauling everything trailer name of Jesus Christ give them travel mercies safe before deadline they are proceeding good luck be careful awesome video friend bless you
don't need ptc go back to points and condensor much more reliable.
Maybe it should be called PTF
Oops!
So the train gets a PTC penalty and you hit the emergency tone for the dispatcher????🙄🙄🤔
The crew of Q031 hit the emergency tone on their cab radio. I do not have a radio that can transmit an emergency tone.
Standard operating procedure for a train crew to notify the Rail Traffic Controller that their train has come to a stop for any reason when it is an unexpected stop. The RTC isnt sitting there staring at THAT train on his computer screen, he or she likely has dozens of trains to watch over, so if something funny happens, it has to be brought to their attention, and that is done sooner rather than later.
Stan Patterson, didn’t know that,what is a RTC?
@@railbubba1 As covered in my comment, Rail Traffic Controller = RTC. It is a modern fancy term for train dispatcher.