12: (face all red, in mind) god, this is embarrassing... 14: *W H E E Z E* 15: stupid coach. stupid tender. stupid coupler. stupid everything! *muttering to self* Coach: *snickering as his plot works*
How did the air not set up on the locomotives when the train dumped? On every brake I've worked with (6, 14, 24, 26) the locomotive also "sees" the emergency application and you need to reset the system before you can proceed. Scary in any case.
The independents were tied off in bail, trick the guys did even back in the 50s. Plus the distributing valves in the engines were very dated and weren't always in proper condition. A friend of mine who ran the Strasburg air brake shop told me he spent many many hours working on the EBT's valves when they were shipped there for servicing.
DRGW168 Taking your comment regarding the S-6 a step further, there is a small set screw which controls spring tension on the keeper that latches the handle out of quick apply and quick release. Use that set screw to hold the spring away from the keeper and you can easily leave the handle in quick release (bail) with little audible warning.
I don't understand how the cars were able to be moved so soon, did they bottle the air or what? The locos just hooked up and left without having to pump up the cars.
@@nielsleenknegt5839 it's not common for steam locomotives to share main reservoir. They would only be charged using the air from the lead locomotive, unless they temporarily cut in the other two brake stands.
brian falzon Brian, if I remember correctly, that day the train was put together incorrectly. All the tenders had a slight slope toward the engines to facilitate the flow of water on the steep grades on the south end of the railroad. The mistake was made when the wrong tender was connected to the front car causing a coupler mismatch in height. At some point after passing under the bridge at McMullin Summit the track conditions allowed the cars to separate from the trail engine and tender. Obviously when that happened, the air brakes set up on the cars to keep them from continuing down the grade.
Yes, the three engines backed up, picked up the cars and proceeded on to the wye at Colgate Grove. But for the return trip, the first two engines returned to Orbisonia one at a time and the third engine brought the train back to Orby.
Trains are not put together "incorrectly" that's just lack of maintenance in shimming couplers or allowing the leading coach's end sill to slope too much...which is bad. The tender tanks themselves are shimmed for the slope not the frames.
Love the conductor at 0:56 with his arms out like "what the hell just happened?
This goes in the Epic Fall Category... Must have been real embarrassing for the Engineers...
Well there’s something you don’t see everyday a steam train triple header and train cars uncoupling without anyone noticing until last minute
12: (face all red, in mind) god, this is embarrassing...
14: *W H E E Z E*
15: stupid coach. stupid tender. stupid coupler. stupid everything! *muttering to self*
Coach: *snickering as his plot works*
Ikr
I'm not sure but that conductor sure looks like the late Richard "Dick" Morgan
How did the air not set up on the locomotives when the train dumped? On every brake I've worked with (6, 14, 24, 26) the locomotive also "sees" the emergency application and you need to reset the system before you can proceed. Scary in any case.
+cnjgp7 Those may have A-1 air, which does not always have a triple valve on the locomotive.
+Josh Kaivo That's a new one by me. Thanks for the info!
The independents were tied off in bail, trick the guys did even back in the 50s. Plus the distributing valves in the engines were very dated and weren't always in proper condition. A friend of mine who ran the Strasburg air brake shop told me he spent many many hours working on the EBT's valves when they were shipped there for servicing.
DRGW168 Taking your comment regarding the S-6 a step further, there is a small set screw which controls spring tension on the keeper that latches the handle out of quick apply and quick release. Use that set screw to hold the spring away from the keeper and you can easily leave the handle in quick release (bail) with little audible warning.
@@muddynmonte actually check out the new ebtrr Facebook they actually do have triplevalves 2 types actually 1 for fright and 1 for passager equipment
Hopefully we’ll see the triple header repeated in the next 5 or so years
This is why engineers need mirrors.
The spectacular the fans will never forget. Which engine was using the whistle off #17 ?
12 was
Lol, that can happen
I wonder what caused the cars to uncouple?
Couplers probably slipped. It happens; there's vertical play in them and if they move too much vertically, the knuckles will slip out of each other.
@@o484 oh I see
The air brake system works😂
When was this filmed?
John, I videoed this around 1992
@@bobrulejr.4057 thank you!
Wonder when this was filmed???
I am the guy who filmed this and I believe that I got this footage in 1992
@@bobrulejr.4057 oh thx
Oops
I don't understand how the cars were able to be moved so soon, did they bottle the air or what? The locos just hooked up and left without having to pump up the cars.
+salemb52 Look closely around the 2:40 mark. The recording was stopped and restarted. The pumping of the train was simply not recorded.
@@muddynmonte That and you also have 3 Locos with presumably full airtanks and 3 locos pumping air...
@@nielsleenknegt5839 it's not common for steam locomotives to share main reservoir. They would only be charged using the air from the lead locomotive, unless they temporarily cut in the other two brake stands.
This is so old 4 years ago
But those smoke is so *THICC*
And no stretch after they re-coupled ?
Sorry the RR ended.
Some people saved it😊
steam locomotives didn't have that feature. only the diesel locomotives were equipped with that feature.
How did this happen?
brian falzon Brian, if I remember correctly, that day the train was put together incorrectly. All the tenders had a slight slope toward the engines to facilitate the flow of water on the steep grades on the south end of the railroad. The mistake was made when the wrong tender was connected to the front car causing a coupler mismatch in height. At some point after passing under the bridge at McMullin Summit the track conditions allowed the cars to separate from the trail engine and tender. Obviously when that happened, the air brakes set up on the cars to keep them from continuing down the grade.
Bob Rule, Jr. So was everything okay then?
Yes, the three engines backed up, picked up the cars and proceeded on to the wye at Colgate Grove. But for the return trip, the first two engines returned to Orbisonia one at a time and the third engine brought the train back to Orby.
Bob Rule, Jr. Amazing story!
Trains are not put together "incorrectly" that's just lack of maintenance in shimming couplers or allowing the leading coach's end sill to slope too much...which is bad. The tender tanks themselves are shimmed for the slope not the frames.
Top 10 reasons the EBT died
Poor management.
No support from town.
Maintenance ends.
Uhh. This aged like milk. They're back