For people who think day-to-day railroading is boring & un-eventful...you present 🎁 the true behind-the-scenes reality. Thank You Dave, for your complete explanation of everything. 👍👍
Thank you very much Mark for the really nice comment. We do appreciate your taking the time to write in and for watching my friend and really glad to hear you are enjoying. There is as you know a whole lot of behind the scenes railroading that has to go on to keep our nation's freight and passengers moving. Everyone from the guys who fuel the trains to dispatch, signal crews, mechanics, car men and MOW, and a bunch more, but the locos always get all the glory....LOL
As a factory trained apprentice turned journeyman diesel locomotive mechanic at the Ford Motor Company Rouge Plant Locomotive Shop, we would see this kind of damage on a pretty regular basis. I can't remember how many Company locomotives where we had to replace the pilot beam and steps. along with the coupler pocket and the coupler pin assembly. There was a nice supply of knuckles in the part's crib..We had an array of in shop created cardboard templates we created for the cutting of new pilot beams for this type of damage. It really kept the shop welders busy that's for sure. I loved making new knuckle pin grab handles on the loco dept. machine shop metal lathe. Made them almost as fast as the Louisville factory made baseball bats. Everyday was a new adventure in the Ford Locomotive Shop. Never did the same job day after day. I had fun working there, and learning from the seasoned journeymen.
Awesome Rick! We toured the Rouge plant way back when the Mustangs came out when I was a much younger man. Amazing! Didn't realize what all that plant had back then but totally amazing to me now what Ford built and did there. No one realizes what all happens behind the scenes to make those cars there. Thank you for giving us all a glimpse of your part in the Ford story. I really enjoyed reading your comment my friend
I had an SD38-2 impact me at 10 mph. The SD38 that hit mine had the draft gear pushed into the number six traction motor and shorted it out. I was in the cab of my unit at the time and and the only damage suffered was the dormant dust in the cab. My coworker C.J. only got 30 days off and he recovered no injury but, just to his pride. Most of us railroaders have at least one incident were we didn't look so poised and polished. But, little did I know that that time that in 2019 we would loose him from covid-19. He was one of the nicest and gentle mannered giants on the property.
Oh wow! This one to came pretty close to hitting the traction motor. Yes sir, you work railroad there a lot of strange and often unkind things that happen over the years. Would love to be able to meet up and talk railroadin all day, that would be a blast. Really appreciate your watching. I do have a question for you. Another gentleman wrote in and said the operator should have hit the PCS over ride. We have 2 sd 38-2, it been over 20 years since I've ran but do not remember being able to clear that PCS that easily or quickly enough to be able to immediately move the engine?
@@ccrx6700 These were RCL units. I couldn't override it and neither could the Mechanic in Charge. So, another RCL humper had to pick it up and eventually, a power relay job using another engine took the unit to the diesel ramp. They got it back in service.
In the UK we used to call it wagon tramping, wagon stutter or a Newton's Cradle where unfitted wagons literally richochet'd between engine and brake van just like a newtons cradle smashing both loco and brake van coupling ends as the consist dumped its kinetic energy. Old British coal trucks were a positive nightmare for the railways, no brakes and soft buffers and all it took was a shunter to not do the swing bar coupler up to put buffer to buffer and you knew that consist was going to smash itself up or throw itself off the tracks and they were so cheaply made often a driver and guard were blissfully unaware that a wagon had pulled a tooth which was where the coupling pulled the whole hook out of the buffer bar with train now becoming a 2 part serial with driver chugging off into the distance and the guard crapping blue bricks hoping the express due 10 mins behind could be stopped. Another ailment with these coal wagons was "jangling" where a loose wagon bounced itself to become wedged between two other wagons sometimes in parapet or bridge wall destroying positions hehe
We had one similar only at lower speed @12 mph. We had one man on the bottom step preparing to couple. Fortunately only the Engine was moving when he hit the parked cut of 12 cars. Engineer was thrown from his seat. A bit bruised, but no serious injuries. The man on the bottom step braced and other than a couple of minor cuts, bruises, and some pulled muscles survived as well. The Engineer shortly thereafter retired, and he did fall asleep!
Oh wow, that not good. We had a guy running ballast train one time and ran into the back of the regulator and destroyed the broom box. He was watching a movie on his ipad. No one was hurt on that one except the company's pocketbook. Thanks for tuning in and watching the video Steven.
Thanks for sharing that unit's history and road number... Amazes me how long some of these are still around today, though when I was on a civilian transportation at Ft. Campbell, we were still running three ICG Paducah-rebuilds that were originally built back in the 50's (they were finally replaced five or six years ago). At least nobody got hurt, though that definitely wasn't fun for those in the cab.
Johnnie, your welcome, glad you enjoyed the show. Lots these old locos still going. RR's now are rebuilding to use as switchers instead of buying new locos, a rebuild averages bout half the cost of a new one
@@ccrx6700 Simply makes more sense, of course. I still see a lot of Santa Fe and BN paint that's simply had the reporting marks restenciled, and, occasionally (but far more rarely) the odd Espee unit still carrying the old "bloody nose" paint. I remember the days when the SD40's and dash-2's seemed huge but modern power now makes them seem small (the horsepower difference is no less impressive). Thanks for sharing the every-day stuff from a different perspective. I'll be perusing more, I assure you. :)
@@johnniewelbornjr.8940 there are still a few SP red nose with UP number paint overs running around Utah and Wyoming (catch them now and then), what amazes me are the barf bonnets and old red and silver war bonnet Santa Fe units running Texas coal though. Some are in very sad shape paint wise but a lot of memories of old seeing them
A little duct tape and bondo, it'll be fine! Much of our rolling stock at IRM had damage like that when it came on the property. Lots of time with a torch, welder and grinder to make it right. Great video.
I was taught that if PCS is tripped to immediately bail the Indipendent. This allows the locomotives to drift for a time even without power. That is an SD40R. R stands for rewire to -2 electrical systems. I have it’s sister in my fleet in north Texas.
That is correct Ryan on these old locos. On newer ones they don't apply the independent brake when it goes into emergency. The operator said he did bail off the independent, but it wasn't quick enough to avoid getting slammed. Rails were icy plus the finite amount of time for the car brakes to come on just created a really bad situation. Even if the car brakes came on immediately the cars still would have slid on the icy rails. But that's railroading.
Hey boise loco works, I live near them... Heard nothing but bad from their workers about how they operate both treatment of employees and safety. Guessing knuckle on the loco broke and caused that mess? Glad everyone was okay though. Thank you and your company again for letting us learn about all of this. This is stuff we would never get to see or know otherwise. Happy 2021 Thanksgiving to you and all your fellow railroad workers!
Thanks Ray and great to hear you are enjoying the home movies. Yep knuckle broke, train separated then when the loco slowed down the loaded cars skidding on icy rails slammed into it. Really appreciate the very nice comment my good man
At 9°F, it appears that much of the steel had transitioned from ductile to brittle. All of the bright gray fractures are consistent with brittle fracture.
Michael... You nailed it. A quick check of transition curves reveals the ductility takes a dive for most steels right around freezing. This is a textbook case. Great diagnosis.
I know.. I’m three years late but I just want to say I’m glad no one was hurt and I hope the good ol working loco was repaired. On a side note, I did not know about the rubber in the locomotive draft gear box. Sometimes it takes events like this to learn something new. Take care buddy.
Better late than never. Yes the entire front end was replaced, the fitters and welders did an awesome job doing it. Appreciate your stopping by and taking in the video my friend.
Yep John but all those loaded cars slamming into it, sure it a lot of weight. We are so thankful nothing derailed and the operator didn't get hurt. Really appreciate your watching the presentation today.
It is like getting hit with a 10lb hammer vs getting hit with a 20oz hammer at the same speed. the big hammer will do much more damage because of the mass moving at speed.
Apologize Edwin, but was not able to make any on the repairs. Those guys that did it usually came when I wasn't there. But they did just an awesome job, they were real professionals. 3098 is feeling much better now and back in revenue service. Appreciate your watching
SO MUCH FORCE CAUSE SO MUCH DAMAGE. GLAD THAT NO NO ONE WAS HURT .THANK YOU FOR YOUR VIDEO AND SHARING THIS WITH YOUR SUBSCRIBERS. I APPRECIATE IT AND YOU JIM KAMMERER OF PHILADELPHIA PA
Great information, You know when an airplane has an accident their on the news, everybody’s talking about what happened but when a train has an accident nobody does any reporting about it you were very thorough thank you.
One minor correction about the unit's history. SP 8477 was included in SP's SD40R upgrade program at the Sacramento General Shops, which is where it received its Dash-2 electrical system, and was released as SP 7330 on 10/21/1980. It was retired by UP on 4/30/1999 and acquired by Boise Locomotive that October.
Not arguing with your Richie, but if that was so why didn't they call it a sd 40-2 R? I thought it was Boise that made the dash 2, but I very well could be wrong, I'm very much interested in learning more from you on this. I knew it went thru the GRIP program
If you have time, perhaps you could describe to us the technique used to keep the damaged loaded car under control as it was brought down to the yard at the harbour, bearing in mind that the downhill-end coupler and draft gear were thoroughly wrecked and therefore there was nothing strong left there to hold onto. I understand chains could be used to pull it but what stopped the car from repeatedly bashing into whatever was in front of it? I really appreciate the insights you provide us in real-roading.
Harold, they took a 2nd loco out and brought back the single car that had the coupler destroyed. It was chained to the loco coupler as tight as could be so there wasnt a lot of bashing, the chain only broke once coming back. After that car was dropped off the loco went back and brought the rest of the cars in. Very good question. I was there and helped bring in the damaged car, it was a bad mornin on the rails, but that's railroadin!
These videos have opened my eyes to all the things that can go wrong with trains. I never realized how many variables can happen to trains in motion. Kinda scary, that a lot of tonnage moving down two rails.
Thank you very much David for the nice comment. Glad you are enjoying. We really appreciate your taking the time to visit with us and watch. May you have a most blessed day my friend.
I haven't had a broken knuckle or a train come uncoupled before, but I have had a train go into emergency plenty of times, and I always bail off the air so THIS doesn't happen. My thought process is this: if the train is still coupled and I bail the air off the locomotive, the train brakes will stop it for me. If it's uncoupled, bailing off the air will allow me to keep rolling clear of the train while it's busy stopping behind me. If I'm rolling smoothly I'm still on the rail so can stop a few feet down the road and NOT get rammed by my train. Now, you did mention the rail was slick and that plays a factor here for sure, but even more reason to actuate and keep the engine rolling. Now, don't anyone start screaming at me. I'm not remotely suggesting this engineer did anything wrong. In an emergency stop you're supposed to stop, but I like to make sure my emergency stopping still takes train handling into account for obvious reasons. But, i wasn't there so really I'm just armchair referreeing lol.
Dear sir, excellent words of wisdom! And your actions are absolutely proper train handling procedures. In this instance it was an operator that did not have a lot of "seat" time on his own yet, but he did immediately bail off the independent, but also things happened so fast, he was trying to keep loco moving but again it just happened so fast he got kerunched, Shook him up pretty good as it would anybody. Thanks for the great comment
@@ccrx6700 thanks for the reply, and to be fair, when trains go into emergency on their own, it is always a big surprise and can take a lot of experience to know exactly what to do immediately haha. This engineer clearly did a good job keeping it on the rails though, because a crunch that hard usually results in a derailment. Glad they weren't hurt!
Ow! I am so glad no one was hurt! The car could be set aside for a bit before it's repaired, but the engine is needed. That will probably go into the shop right away.
I figure it was! Good thing this was in tangent track and not on a curve, or else you would be watching a video of Hulcher re railing cars! Do appreciate your checking us out and for writing in my friend.
66 to SP. She'd have rolled out of EMD in LaGrange to be handed off to the Indiana Harbor Belt who most likely would have handed her off to the Rock Island for either SP to take delivery or to the Cotton Belt. Would have been a little sprout knee high to a grasshopper but might have seen her on the way west about 3 or 4 towns west of Joliet Illinois.
Wow! That is a lot of damage. You could also show this damage in a training film as why a person should never stand between two couplers; just imagine if a person had been in there.
Your right about that. They got a professonal welder and fitter to come in and replaced the entire front end on this loco, now you'd never know anything was ever wrong. Thank you so much for taking the time to watch the video and may you have a very good day my friend.
When you break a coupler on the motors and go into penalty application you bail the engine brakes and go full throttle so the doesn’t ram in the locomotive
That is correct gunsaway. However in this case while the operator said he did bail off the independent brake, there just wasn't enough time to keep the cars from slamming into him. You know finite amount of time for car brakes to come on and with the icy rails that morning, they just slid and he couldn't get out of the way fast enough. Appreciate your watching the video and writing in my friend.
I had the coupler on the second motor break. We were downhill and I bailed the Jimmy break and went full throttle to run like hell. The rest of the train almost got us. Came within 5 feet. Lol.
that's the kind of stuff I liked doing in Train Simulator back in the day. Uncouple during trip, cars having no breaks, speed up engine then emergency stop. Then the cars slam from the back and create a mess. But hey at that age...
Need a calculator and a mathematical head figure it out, but yep, it's a LOT of force, thank goodness nobody got hurt and nothing derailed we were lucky in that respect. I do thank you for watching and hope you enjoyed
Yes sir, there sure is a good many of them still in service, tho most on the other railroads have been relegated to switching service. They were a great loco. Appreciate your watching, hope you will sometime check out more of my videos if you happen to get the chance
@@ccrx6700 Ô lord, you should see what some look now on Brazilian narrow gauge track. Many in their former BN, SP, CSX, N&W, CR...scheme. Repainted ex CN, CP. * Those that keep their former dimensions, with shortened fuel tank, replaced C truck by B-B-B-B and lowered smaller couplers. * Those with slightly lowered long hood, flush exhaust, dynamique brake fan kit put at the end below radiators fans. Tunnel motor too. Those porchs hare so huge ( 3' longer) that you could put an hexagonal picnic table with umbrella and Barbecue. That ´s railroading my friend. Do your steak while "training", and stop on a siding for your steak. Just the beer, to follow rules will be missing. Those are for lines with tight clerances. Those impressive monsters, pulling mini tiny narrow gauge boxcars is wordless. GE too were converted and longer, but far less impressive. Question: so much cash + ship cost have been put in those old horses...or may be, we throw away still good horses too soon ?
Yes sir, they had some very good fitters and welders come in and replace the whole front end, they did a remarkable job. 3098 feeling much better now and back in revenue service 😊
@@ccrx6700 ya I saw your other video of how much work they did. Truelly remarkable work those guys can do. Also just stumbled upon your channel too and I can’t believe the amazing content you share. We are very fortunate you are aloud to share your content.
@@masterbower6083 Thank you, it is rather unique, most RR's wouldn't allow this. Management knows I make videos and they okay with it, but it does come with some stipulations, but we are pretty lucky. Really glad your enjoying 😊
One of the first things I was taught was to be prepared for an Emergency Brake Application. I was taught to look quickly at the Main Reservoir pressure first. You did this to make certain the locomotive consist did not have a separation. The main reservoir would be at zero and you would have no independent brakes if you automatically actuated the independent brake valve. Next, the independent brake was actuated (bailed) off to prevent flat spots on the wheels. This doesn’t add up. How fast were they traveling (20mph)?What was the ambient temperature (7 F°or C°) ? How long had the DE Locomotive been coupled to the cut of cars? What was the rear brakepipe pressure indicated by the EOT and displayed by the RDU? When was the last Brake Test made as required by the power brake law? What type of test was made (ie ITT, Application and release, Transfer, etc)? What was the trailing tonnage, LDS, MTYS, and totals? Where were they positioned in the cut (ie Train Makeup)? Does the PCS have a built in 20 second delay? How far did the RIP/BO/HR travel while chained? Was it on the 0.5% grade? Ascending or descending? Was the excepted track? “The chain only broke once.” Are you kidding me? My best guess is 130 tons (30 tons for hopper and 100 tones for the lading). How the hell do you break a chain with one car? When was the last time the Locomotive received a 92 or other periodic inspection? When did the covered hopper last receive an inspection? Class 3, 2 or other?
@Thomas Munn I think the fact that the locomotive appears to have a standard type E coupler played a role in this. Couplers have been known to move so much vertically that the couplers just slip apart, which I believe is one reason why Type E and F shelf couplers were designed. However you could be right anyway.
I don't think you understand what happened here. This isn't a train in europe or elsewhere. It's a coal train in America. On a private line. All that nonsense is just that, nonsense. Its not hard to figure out what happened. It broke.
First off your “training” sounds a little off. If you go into emergency and the locomotives separate then the brake are going set up anyway. No need to worry about applying the independent. Secondly, the independent is bailed off to keep the head locomotive or locomotives from being slammed into by the train that was separated which can cause a derailment due to sudden stopping of the locomotives since braking is heavier on the locomotives due to the weight. Yes, it will also prevent from flat spotting the wheels but that’s the least of your concern as an engineer.
Rich, yes they are, good to see so many of them still out there although i believe most have been relegated to yard duties. The sd 60's still see some road work
Here in Tillamook Ore.when I was very young there would be 6 locomotives that came by our house nearly every day. They were Southern Pacific locomotives, and we would write down all of the locomotive numbers That would come by. We must have had 40 to 50 different locomotives that came by our house in 2 or 3 years time. Of course that was a long time ago. The line has been shut down for a number of years now, because of severe storm damage to the tracks going thru the mountain pass. This could have been one of those engines that came by many years ago,,,,,,,,,,,,,,
One never knows Dan! This was built for SP in 1966 as road number 8477, in 1980 it went thru their GRIP program and was re numbered as 7330. So if you still have those numbers wrote down I would be so very interested in finding out if one of them was this loco!
What a story. If the emergency brakes on the locomotive had been less agressive the lost cars would have stopped before plunshing into the loco. Sad story. One of the veteran locos I drive shuts down the engine, some doesn't go into any automatic emergency.
Most newer locos have a cut out so the loco independent brakes do not apply when the train goes into emergency. Our old locos do not have that feature Stefan. It was a mess. Thanks for stopping by and watching my friend.
Yes they were very lucky no one got hurt Shirley. The entire front end of the loco was taken off and replaced with new. The fitter and welder did an awesome job. That was a lot of work!
The entire front end and coupler got replaced Travis. They had a really good welder fitter come in and do it. You'd never now anything was ever wrong now. Really appreciate your stopping by to watch my friend.
It was repaired, I alluded to that in the description box. The guys that did it were real professionals and did a fantastic job. We do not interchange with any other railroad so all our rolling stock must be trucked in by Hulcher. Thank you for watching
thats pretty tame. just be glad thats all the damage. i know where you can get a C30-9 with a broken drive shaft and blown turbo with a hole in a cylinder. they retired that old girl after her last run up to lac megantic
Several months Dennis. Had some professional people come in and replace the whole front of the loco. Took awhile to get the needed parts in. For the actual work took bout 4 days. These guys that repaired it did some beautiful welding.
@@ccrx6700 Old B&O/C&O/WM/Chessie and current CSX power have a 20 second delay before the PCS opens after a trainline initiated emergency brake application. This allows the locomotive to pull away from a separation such as this, specifically to prevent this sort of collision.
@@thomasdupee1440 very interesting Thomas, really thank you for telling me that, i did not know it, sounds like a great idea. Please dont ever stop sending in your comments, i akways learn some cool stuff from you
@@ccrx6700 I was never an officer of the company but I did participate in the rules committee. I've been a rules-and-procedures nerd since my career started. I was also very interested in the mechanical side, track standards, maintenance, etc.
Edwin, our mechanics cut off the whole front end, a very professional contractor came and put new front on, those guys were best welders ive ever saw! 3098 is now feeling much better and back in revenue service. Thank you sir for watching
Yes it was Derrick they called in some professional welders and replaced the whole front end plate plus coupler, those guys did a great job, beautiful welding they did. Thanks for watching sir
The origin of the fault is the decoupling… why did that happen? When will transportation sectors stop doing repair on fault or breakage maintenance and go back to preventative maintenance… in the long run it is far less expensive…
Apparently some bean counters don't think that way Captain, when we filed bankruptcy here there was no money, and I said no money for prevention, it was when it broke then fix it. Sad to say but that's the way it was. This event happened not long after that bankruptcy.
I don't know about the old one Jeffrey but the new one they put in was. Appreciate very much your taking the time to watch and write in. May you have a most blessed day my friend.
They got some really good welders and fitters in and put a whole new front end on the loco Andrew. Amazing how nice of a job they did and 3098 is back in revenue service. Thank you for stopping by and checking out the video my friend.
Yes things do happen Dan, but that's railroading. A whole lot of moving parts and heavy weight affected by weather conditions and maintenance, the lack of or not. You never know what kind of situation you're going to run into coming to work. Very grateful my friend for your taking the time to check out the video.
Great question Bob and one I can't answer. Things were so mangled that it was impossible to determine why after Sherlock Holmed the wreckage. Sure wish we had a good answer, but it has never happened again since then so that is a good thing.
Eric, great question, i will make a vid of that process sometime. For now NS tracks to Poland Mines, then bout 4 mile over Rt 88 with Hulcher trucks to our harbor terminal. They take trucks and fuel tank off loco to transport them separate, 1 loco truck weighs 32 tons, so both trucks off loco is significant drop in weight
@@ccrx6700 Wow, thats a hell of a task... Wouldn't it be more cost effective in the long run to extend your line to the NS? And in doing so you could potentially attract new utilities. (Depending on the grade, We get some coal here in WI from Bailey mine that the utility mixes with powder river coal)
@@erict5234 those kinda expenses way beyond my scope, running a branch to couple places had been talked bout in the past tho. Also remember transportation by barge is extremly cheap, boat companies have no maintenace costs for the river, the Coast Guard maintains locks and river. Railroad have big buck cost involved in building track and maintaining it which significantly increases transportation expense
Dave is a f or h coupler ,you draft gear box needes to look out seriously .The damage to end sheet is not that bad .I did FRA inspections on locomotives. I had one one toughest inspections in the usa . Saftey is matters!
You are right Robert, our draft gears all need attention on the locos and cars. If I remember right they did replace it on this loco when they rebuilt the front end. Maybe sometime if your close you can come here and do an inspection? That would be cool. Thank you for taking the time to visit with us and may you have a very good day my friend.
All hazardous material cars must be equipped with couplers having top and bottom shelves projecting from head end front faces. The purpose of the shelves is to prevent vertical coupler disengagement during train derailment and thereby minimize the potential for tank car shell puncture.
Our mechanics helped some, but most was done by a contractor. Those guys were top notch welders, they did a fantastic job fixing it, the whole front end is now new
You are right Dewey and that's what they did, got a really good contract fitter and welder in who fixed it. Thank you for taking the time to visit with us and may you have a very good day my friend.
Greg, they got a professional company to come in and fix it. they replaced the front end, did just a fantastic job, those guys were really really good. 3098 feeling much better now and back in revenue service. Do appreciate you watching sir
Thank goodness no one got hurt and nothing derailed, things could have been a lot worse. Very much appreciate your visit today Laurence to check out the home movie.
James, I really don't know what it cost to fix, they had some real professional welders come in and put a whole new front end on the loco, did a fantastic job. FYI, my grandfather's name was James Cole
Yes it is, this loco has been all over US and Canada before it came to us Local Railfan. Thanks so much for taking the time to write in and to watch the video. May you have a very good day my friend.
Dan it was sold to Boise Sept 30, 1999 along with 7 sister units where it was rebuilt as GCFX 3098, I don't know how long it was there, but probably not long. Sometime in later 2000 it was leased by Alstom to CSX. If your dad was there, please ask him if he remembers an SP unit #7330, it would have been an SD 40. Boise rebuilt it to an SD 40-2. If he was there, please, please, please write me back.
You are certainly correct in that Tom. Locomotives come from the factory with unpainted couplers. Some years ago couple of the guys here brush painted this loco and did the couplers not knowing any better. Thanks for writing in and for watching the video today my good man.
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For people who think day-to-day railroading is boring & un-eventful...you present 🎁 the true behind-the-scenes reality.
Thank You Dave, for your complete explanation of everything. 👍👍
Thank you very much Mark for the really nice comment. We do
appreciate your taking the time to write in and for watching my friend
and really glad to hear you are enjoying. There is as you know a
whole lot of behind the scenes railroading that has to go on to keep
our nation's freight and passengers moving. Everyone from the guys
who fuel the trains to dispatch, signal crews, mechanics, car men
and MOW, and a bunch more, but the locos always get all the glory....LOL
As a factory trained apprentice turned journeyman diesel locomotive mechanic at the Ford Motor Company Rouge Plant
Locomotive Shop, we would see this kind of damage on a pretty regular basis. I can't remember how many Company locomotives where we had to replace the pilot beam and steps. along with the coupler pocket and the coupler pin assembly. There was a nice supply of knuckles in the part's crib..We had an array of in shop created cardboard templates we created for the cutting of new pilot beams for this type of damage. It really kept the shop welders busy that's for sure. I loved making new knuckle pin grab handles on the loco dept. machine shop metal lathe. Made them almost as fast as the Louisville factory made baseball bats. Everyday was a new adventure in the Ford Locomotive Shop.
Never did the same job day after day.
I had fun working there, and learning from the seasoned journeymen.
Awesome Rick! We toured the Rouge plant way back when the
Mustangs came out when I was a much younger man. Amazing!
Didn't realize what all that plant had back then but totally amazing
to me now what Ford built and did there. No one realizes what all
happens behind the scenes to make those cars there. Thank you
for giving us all a glimpse of your part in the Ford story. I really
enjoyed reading your comment my friend
I had an SD38-2 impact me at 10 mph. The SD38 that hit mine had the draft gear pushed into the number six traction motor and shorted it out. I was in the cab of my unit at the time and and the only damage suffered was the dormant dust in the cab. My coworker C.J. only got 30 days off and he recovered no injury but, just to his pride. Most of us railroaders have at least one incident were we didn't look so poised and polished. But, little did I know that that time that in 2019 we would loose him from covid-19. He was one of the nicest and gentle mannered giants on the property.
Oh wow! This one to came pretty close to hitting the traction motor.
Yes sir, you work railroad there a lot of strange and often unkind things that happen over the years. Would love to be able to meet up
and talk railroadin all day, that would be a blast. Really appreciate your watching.
I do have a question for you. Another gentleman wrote in and said the operator should have hit the PCS over ride. We have 2 sd 38-2,
it been over 20 years since I've ran but do not remember being able to
clear that PCS that easily or quickly enough to be able to immediately
move the engine?
@@ccrx6700 These were RCL units. I couldn't override it and neither could the Mechanic in Charge. So, another RCL humper had to pick it up and eventually, a power relay job using another engine took the unit to the diesel ramp. They got it back in service.
Wow I’m glad there wasn’t a derailment. That is an impressive and scary amount of damage.
Wow, the force required to do that damage is impressive. Glad no one was hurt. I bet that took some time to fix.
Probably over 200 labor hrs
@@alekescalante2010 - Easy. Man hrs galore on a project like that.
@@alekescalante2010 Where are the videos?
Even at 20 mph, with that load the energy in the train of cars is huge
That is correct, 22 loaded cars slamming into the loco. Lucky
more damage didn't happen and the operator didn't get
seriously hurt.
In the UK we used to call it wagon tramping, wagon stutter or a Newton's Cradle where unfitted wagons literally richochet'd between engine and brake van just like a newtons cradle smashing both loco and brake van coupling ends as the consist dumped its kinetic energy. Old British coal trucks were a positive nightmare for the railways, no brakes and soft buffers and all it took was a shunter to not do the swing bar coupler up to put buffer to buffer and you knew that consist was going to smash itself up or throw itself off the tracks and they were so cheaply made often a driver and guard were blissfully unaware that a wagon had pulled a tooth which was where the coupling pulled the whole hook out of the buffer bar with train now becoming a 2 part serial with driver chugging off into the distance and the guard crapping blue bricks hoping the express due 10 mins behind could be stopped. Another ailment with these coal wagons was "jangling" where a loose wagon bounced itself to become wedged between two other wagons sometimes in parapet or bridge wall destroying positions hehe
Ian, wow, now that's quite an interesting comment. That's Railroadin!!! Appreciate your sharing it with us.
I'm so glad that no one was hurt. Very interesting video. Thanks for sharing. Stay safe and healthy.
Valerie, thank you, glad you enjoyed watching
We had one similar only at lower speed @12 mph. We had one man on the bottom step preparing to couple. Fortunately only the Engine was moving when he hit the parked cut of 12 cars. Engineer was thrown from his seat. A bit bruised, but no serious injuries. The man on the bottom step braced and other than a couple of minor cuts, bruises, and some pulled muscles survived as well. The Engineer shortly thereafter retired, and he did fall asleep!
Oh wow, that not good. We had a guy running ballast train
one time and ran into the back of the regulator and destroyed the
broom box. He was watching a movie on his ipad. No one was
hurt on that one except the company's pocketbook. Thanks
for tuning in and watching the video Steven.
Thanks for sharing that unit's history and road number... Amazes me how long some of these are still around today, though when I was on a civilian transportation at Ft. Campbell, we were still running three ICG Paducah-rebuilds that were originally built back in the 50's (they were finally replaced five or six years ago). At least nobody got hurt, though that definitely wasn't fun for those in the cab.
Johnnie, your welcome, glad you enjoyed the show. Lots these old locos still going. RR's now are rebuilding to use as switchers instead of buying new locos, a rebuild averages bout half the cost of a new one
@@ccrx6700 Simply makes more sense, of course. I still see a lot of Santa Fe and BN paint that's simply had the reporting marks restenciled, and, occasionally (but far more rarely) the odd Espee unit still carrying the old "bloody nose" paint. I remember the days when the SD40's and dash-2's seemed huge but modern power now makes them seem small (the horsepower difference is no less impressive). Thanks for sharing the every-day stuff from a different perspective. I'll be perusing more, I assure you. :)
@@johnniewelbornjr.8940 there are still a few SP red nose with UP number paint overs running around Utah and Wyoming (catch them now and then), what amazes me are the barf bonnets and old red and silver war bonnet Santa Fe units running Texas coal though. Some are in very sad shape paint wise but a lot of memories of old seeing them
A little duct tape and bondo, it'll be fine! Much of our rolling stock at IRM had damage like that when it came on the property. Lots of time with a torch, welder and grinder to make it right. Great video.
Great to hear you liked the presentation poowg. IRM is a must see
on my retirement bucket list for sure.
I was taught that if PCS is tripped to immediately bail the Indipendent. This allows the locomotives to drift for a time even without power.
That is an SD40R.
R stands for rewire to -2 electrical systems. I have it’s sister in my fleet in north Texas.
That is correct Ryan on these old locos. On newer ones they
don't apply the independent brake when it goes into emergency.
The operator said he did bail off the independent, but it wasn't
quick enough to avoid getting slammed. Rails were icy plus
the finite amount of time for the car brakes to come on just
created a really bad situation. Even if the car brakes came on
immediately the cars still would have slid on the icy rails. But
that's railroading.
Hey boise loco works, I live near them... Heard nothing but bad from their workers about how they operate both treatment of employees and safety. Guessing knuckle on the loco broke and caused that mess? Glad everyone was okay though. Thank you and your company again for letting us learn about all of this. This is stuff we would never get to see or know otherwise. Happy 2021 Thanksgiving to you and all your fellow railroad workers!
Thanks Ray and great to hear you are enjoying the home movies.
Yep knuckle broke, train separated then when the loco slowed down the loaded cars skidding on icy rails slammed into it. Really
appreciate the very nice comment my good man
Thank you for sharing your experience with us. Amazing what happens behind the scenes to keep railroads working for American rail service.
That locomotive built in 1966.....incredible!!
i bet the endsheet is newer than 1966
At 9°F, it appears that much of the steel had transitioned from ductile to brittle. All of the bright gray fractures are consistent with brittle fracture.
Excellent observation Michael! thanks for sharing with us
Michael... You nailed it. A quick check of transition curves reveals the ductility takes a dive for most steels right around freezing. This is a textbook case. Great diagnosis.
OK, that one might not buff right out.
nah, just use some bondo, and you'll be fine
Well, if we get some tweezers and a little bit of glue…
Completely repairable. Been there and done that repair.
Lucky no one was hurt in that. Can’t believe the damage that cow catcher took and how easily that drawbar got destroyed on both sides. Stay safe guys
It is incredible isnt it, amazing nothing derailed. Appreciate you watching Greg
I know.. I’m three years late but I just want to say I’m glad no one was hurt and I hope the good ol working loco was repaired.
On a side note, I did not know about the rubber in the locomotive draft gear box. Sometimes it takes events like this to learn something new. Take care buddy.
Better late than never. Yes the entire front end was replaced,
the fitters and welders did an awesome job doing it. Appreciate your
stopping by and taking in the video my friend.
I am amazed at how much damage was done at 25 MPH! Thank God that no one was hurt.
Yep John but all those loaded cars slamming into it, sure it
a lot of weight. We are so thankful nothing derailed and the
operator didn't get hurt. Really appreciate your watching the
presentation today.
It is like getting hit with a 10lb hammer vs getting hit with a 20oz hammer at the same speed. the big hammer will do much more damage because of the mass moving at speed.
Jeeez... anyone who knows how freight trains are built, understands the kinda FORCE it takes for that to happen!
I don’t, but I would guess that kinda force would have totaled even a military tank.
Aw, that is heart breaking. Hope ole #22 can be fixed.
I just started watching your videos and very impressed with your knowledge and how you explain everything.
Thank you, glad you are enjoying them, got a whole lot more on my channel
if you are interesting in seeing more. Do appreciate your viewing
Clip of the repair shop in action would be very interesting. Glad to here the locomotive is back in service.🙂
Apologize Edwin, but was not able to make any on the repairs. Those guys that did it usually came when I wasn't there. But they did just an
awesome job, they were real professionals. 3098 is feeling much better now and back in revenue service. Appreciate your watching
Love my EMD's ! Good ole SD40-2. The only thing that would make that ole girl prettier, would her being painted in Chessie colors.👍🇺🇸
Oh my it surely would, that my favorite livery! Thanks for watching
I would have to agree with both of you
SO MUCH FORCE CAUSE SO MUCH DAMAGE. GLAD THAT NO NO ONE WAS HURT .THANK YOU FOR YOUR VIDEO AND SHARING THIS WITH YOUR SUBSCRIBERS. I APPRECIATE IT AND YOU JIM KAMMERER OF PHILADELPHIA PA
Jim, over on Welsh Road?
Great information, You know when an airplane has an accident their on the news, everybody’s talking about what happened but when a train has an accident nobody does any reporting about it you were very thorough thank you.
Thank you glad you enjoyed watching
One minor correction about the unit's history.
SP 8477 was included in SP's SD40R upgrade program at the Sacramento General Shops, which is where it received its Dash-2 electrical system, and was released as SP 7330 on 10/21/1980. It was retired by UP on 4/30/1999 and acquired by Boise Locomotive that October.
Not arguing with your Richie, but if that was so why didn't they
call it a sd 40-2 R? I thought it was Boise that made the dash 2,
but I very well could be wrong, I'm very much interested in learning
more from you on this. I knew it went thru the GRIP program
If you have time, perhaps you could describe to us the technique used to keep the damaged loaded car under control as it was brought down to the yard at the harbour, bearing in mind that the downhill-end coupler and draft gear were thoroughly wrecked and therefore there was nothing strong left there to hold onto. I understand chains could be used to pull it but what stopped the car from repeatedly bashing into whatever was in front of it?
I really appreciate the insights you provide us in real-roading.
Harold, they took a 2nd loco out and brought back the single car that had the coupler destroyed. It was chained to the loco coupler as tight as could be so there wasnt a lot of bashing, the chain only broke once coming back. After that car was dropped off the loco went back and brought the rest of the cars in. Very good question. I was there and helped bring in the damaged car, it was a bad mornin on the rails, but that's railroadin!
@@ccrx6700
Thank you very much for all the first-hand information. This is a good channel.
These videos have opened my eyes to all the things that can go wrong with trains. I never realized how many variables can happen to trains in motion. Kinda scary, that a lot of tonnage moving down two rails.
Thank you very much David for the nice comment. Glad you
are enjoying. We really appreciate your taking the time to visit
with us and watch. May you have a most blessed day my friend.
I haven't had a broken knuckle or a train come uncoupled before, but I have had a train go into emergency plenty of times, and I always bail off the air so THIS doesn't happen.
My thought process is this: if the train is still coupled and I bail the air off the locomotive, the train brakes will stop it for me.
If it's uncoupled, bailing off the air will allow me to keep rolling clear of the train while it's busy stopping behind me. If I'm rolling smoothly I'm still on the rail so can stop a few feet down the road and NOT get rammed by my train.
Now, you did mention the rail was slick and that plays a factor here for sure, but even more reason to actuate and keep the engine rolling.
Now, don't anyone start screaming at me. I'm not remotely suggesting this engineer did anything wrong. In an emergency stop you're supposed to stop, but I like to make sure my emergency stopping still takes train handling into account for obvious reasons.
But, i wasn't there so really I'm just armchair referreeing lol.
Dear sir, excellent words of wisdom! And your actions are absolutely proper train handling procedures. In this instance it
was an operator that did not have a lot of "seat" time on his
own yet, but he did immediately bail off the independent, but also
things happened so fast, he was trying to keep loco moving but
again it just happened so fast he got kerunched, Shook him up
pretty good as it would anybody. Thanks for the great comment
@@ccrx6700 thanks for the reply, and to be fair, when trains go into emergency on their own, it is always a big surprise and can take a lot of experience to know exactly what to do immediately haha. This engineer clearly did a good job keeping it on the rails though, because a crunch that hard usually results in a derailment. Glad they weren't hurt!
Them Bachmann plastic couplers will get you every time....
Such awesome insider info. Thank you SO MUCH I love it.
Thank you Bender for the very nice comment. Glad you enjoyed.
Appreciate your taking the time to watch and write in my friend.
Ow! I am so glad no one was hurt! The car could be set aside for a bit before it's repaired, but the engine is needed. That will probably go into the shop right away.
Thanks for writing in and for taking in the video presentation Nancy.
Loco did get repaired and is back in revenue service now.
amazing footage! love this video!!
Thank you very much for the very nice words. We do appreciate
your stopping by and taking in the presentation tonight my friend.
wow i bet that is a real job to repair!
Wow that sure took some force to do that much damage, Dave. I would think the engineer would have taken a blow from that.
He did get knocked around pretty good, but didn't require a
hospital visit thank goodness. Thanks for checking out the
video today William.
You ain't railroading if you ain't tearing shit up!
Couple tubes of JB weld, she'll be just fine. LOL
Incredible....massive power of trains....
That must've been one loud BOOM!
I figure it was! Good thing this was in tangent track and not
on a curve, or else you would be watching a video of Hulcher
re railing cars! Do appreciate your checking us out and for
writing in my friend.
66 to SP. She'd have rolled out of EMD in LaGrange to be handed off to the Indiana Harbor Belt who most likely would have handed her off to the Rock Island for either SP to take delivery or to the Cotton Belt. Would have been a little sprout knee high to a grasshopper but might have seen her on the way west about 3 or 4 towns west of Joliet Illinois.
Awesome Gary, just Awesome! Thank you for that info
Wow! That is a lot of damage. You could also show this damage in a training film as why a person should never stand between two couplers; just imagine if a person had been in there.
That woulda been ugly for sure, we always make sure loco operator knows before we go between. Appreciate your watching
I’m glad nobody was hurt!
So are we, we are fortunate that no one was hurt and nothing derailed. Thanks for watching, hope you enjoyed the show
Luuucy! You got some weldin' to do!
Your right about that. They got a professonal welder and fitter to
come in and replaced the entire front end on this loco, now you'd
never know anything was ever wrong. Thank you so much for taking the time to watch the video and may you have
a very good day my friend.
OMG Dave you’re talking. All I can say is “Wow that is a lot of damage”.
Yes it was but it got fixed, the welders fitters did a great job
in putting this back together. Thanks for checking out the video Alaina.
What’s the round cage near the top of the hood next to the light? It can be seen almost at the end of the video…
Fall protection, there are rungs there to climb up on the top
of the loco. Thanks for watching the video and for writing in
When you break a coupler on the motors and go into penalty application you bail the engine brakes and go full throttle so the doesn’t ram in the locomotive
That is correct gunsaway. However in this case while the operator
said he did bail off the independent brake, there just wasn't enough
time to keep the cars from slamming into him. You know finite
amount of time for car brakes to come on and with the icy
rails that morning, they just slid and he couldn't get out of the way fast enough. Appreciate your watching the video and writing in
my friend.
I had the coupler on the second motor break. We were downhill and I bailed the Jimmy break and went full throttle to run like hell. The rest of the train almost got us. Came within 5 feet. Lol.
@@gunsaway1 👍😊
Wholly Mack I had to go and clean my britches.BOOM.
Ouch! That’s going to take some serious welding.
Ouch glad everyone was ok 👍
We were too Rick, things could have been a whole lot worse, we really lucked out. Thank you for watching sir
that's the kind of stuff I liked doing in Train Simulator back in the day. Uncouple during trip, cars having no breaks, speed up engine then emergency stop. Then the cars slam from the back and create a mess. But hey at that age...
Bet that was cool! It sure wasn't in real life tho.... LOL
Wow what a mess! Lucky there was no derail or injuries.
Speed, 20 mph times mass or weight of a thousand tons equals a lot of force.
Need a calculator and a mathematical head figure it out, but yep, it's a LOT of force, thank goodness nobody got hurt and nothing derailed we were lucky in that respect. I do thank you for watching and hope you enjoyed
Good lord. Got to love those SD40-2
Yes sir, there sure is a good many of them still in service, tho most on the other railroads have been relegated to switching service. They were a great loco. Appreciate your watching, hope you will sometime check out more of my videos if you happen to get the chance
@@ccrx6700 Ô lord, you should see what some look now on Brazilian narrow gauge track. Many in their former BN, SP, CSX, N&W, CR...scheme. Repainted ex CN, CP.
* Those that keep their former dimensions, with shortened fuel tank, replaced C truck by B-B-B-B and lowered smaller couplers.
* Those with slightly lowered long hood, flush exhaust, dynamique brake fan kit put at the end below radiators fans. Tunnel motor too.
Those porchs hare so huge ( 3' longer) that you could put an hexagonal picnic table with umbrella and Barbecue.
That ´s railroading my friend. Do your steak while "training", and stop on a siding for your steak. Just the beer, to follow rules will be missing. Those are for lines with tight clerances. Those impressive monsters, pulling mini tiny narrow gauge boxcars is wordless.
GE too were converted and longer, but far less impressive.
Question: so much cash + ship cost have been put in those old horses...or may be, we throw away still good horses too soon ?
That is truly amazing so we just how much damage can happen in suck little time, I assume the locomotive needed a hole rebuild for the rear pilot?
Yes sir, they had some very good fitters and welders come in and replace the whole front end, they did a remarkable job. 3098 feeling much better now and back in revenue service 😊
@@ccrx6700 ya I saw your other video of how much work they did. Truelly remarkable work those guys can do. Also just stumbled upon your channel too and I can’t believe the amazing content you share. We are very fortunate you are aloud to share your content.
@@masterbower6083 Thank you, it is rather unique, most RR's wouldn't allow this. Management knows I make videos and they okay with it, but it does come with some stipulations, but we are pretty lucky. Really glad your enjoying 😊
One of the first things I was taught was to be prepared for an Emergency Brake Application. I was taught to look quickly at the Main Reservoir pressure first. You did this to make certain the locomotive consist did not have a separation. The main reservoir would be at zero and you would have no independent brakes if you automatically actuated the independent brake valve. Next, the independent brake was actuated (bailed) off to prevent flat spots on the wheels.
This doesn’t add up. How fast were they traveling (20mph)?What was the ambient temperature (7 F°or C°) ? How long had the DE Locomotive been coupled to the cut of cars? What was the rear brakepipe pressure indicated by the EOT and displayed by the RDU? When was the last Brake Test made as required by the power brake law? What type of test was made (ie ITT, Application and release, Transfer, etc)?
What was the trailing tonnage, LDS, MTYS, and totals? Where were they positioned in the cut (ie Train Makeup)? Does the PCS have a built in 20 second delay?
How far did the RIP/BO/HR travel while chained? Was it on the 0.5% grade? Ascending or descending? Was the excepted track? “The chain only broke once.” Are you kidding me? My best guess is 130 tons (30 tons for hopper and 100 tones for the lading). How the hell do you break a chain with one car?
When was the last time the Locomotive received a 92 or other periodic inspection? When did the covered hopper last receive an inspection?
Class 3, 2 or other?
Umm... Where are you getting information that a chain was involved in causing this damage?
@Thomas Munn I think the fact that the locomotive appears to have a standard type E coupler played a role in this. Couplers have been known to move so much vertically that the couplers just slip apart, which I believe is one reason why Type E and F shelf couplers were designed. However you could be right anyway.
I don't think you understand what happened here. This isn't a train in europe or elsewhere. It's a coal train in America. On a private line. All that nonsense is just that, nonsense. Its not hard to figure out what happened. It broke.
First off your “training” sounds a little off. If you go into emergency and the locomotives separate then the brake are going set up anyway. No need to worry about applying the independent. Secondly, the independent is bailed off to keep the head locomotive or locomotives from being slammed into by the train that was separated which can cause a derailment due to sudden stopping of the locomotives since braking is heavier on the locomotives due to the weight. Yes, it will also prevent from flat spotting the wheels but that’s the least of your concern as an engineer.
SD 40-2s are some tough old girls. My favorite locomotive to use for local service switching industries.
Rich, yes they are, good to see so many of them still out there although i believe most have been relegated to yard duties. The sd 60's still see some road work
Here in Tillamook Ore.when I was very young there would be 6 locomotives that came by our house nearly every day. They were Southern Pacific locomotives, and we would write down all of the locomotive numbers That would come by. We must have had 40 to 50 different locomotives that came by our house in 2 or 3 years time. Of course that was a long time ago. The line has been shut down for a number of years now, because of severe storm damage to the tracks going thru the mountain pass. This could have been one of those engines that came by many years ago,,,,,,,,,,,,,,
One never knows Dan! This was built for SP in 1966 as road number 8477, in 1980 it went thru their GRIP program and was re numbered as
7330. So if you still have those numbers wrote down I would be
so very interested in finding out if one of them was this loco!
What a story. If the emergency brakes on the locomotive had been less agressive the lost cars would have stopped before plunshing into the loco. Sad story. One of the veteran locos I drive shuts down the engine, some doesn't go into any automatic emergency.
Most newer locos have a cut out so the loco independent brakes
do not apply when the train goes into emergency. Our old locos
do not have that feature Stefan. It was a mess. Thanks for
stopping by and watching my friend.
Fortunately no one was hurt and no track torn up. I would guess new parts instead of weld for strength?
Yes they were very lucky no one got hurt Shirley. The entire front
end of the loco was taken off and replaced with new. The fitter
and welder did an awesome job. That was a lot of work!
Nice video - did everything get fixed up, or did you guy’s scrap it?
The entire front end and coupler got replaced Travis. They
had a really good welder fitter come in and do it. You'd never now anything was ever wrong now. Really appreciate your stopping
by to watch my friend.
Two questions. Will this locomotive be repaired or replaced? Do you have rail connections to the mail rail lines for bringing in rail equipment?
It was repaired, I alluded to that in the description box. The guys that did it were real professionals and did a fantastic job. We do not interchange with any other railroad so all our rolling stock must be trucked in by Hulcher. Thank you for watching
@@ccrx6700 Thanks very much.
@@ccrx6700 You are a true educator Dave, even your replies to comments add to our railroad operations knowledge. Thank you.
thats pretty tame. just be glad thats all the damage. i know where you can get a C30-9 with a broken drive shaft and blown turbo with a hole in a cylinder. they retired that old girl after her last run up to lac megantic
We will keep you in mind...LOL thank you for watching sir
I seen this when you posted this Dave. How long did it take to repair? What a mess! 😱😱
Several months Dennis. Had some professional people come in
and replace the whole front of the loco. Took awhile to get
the needed parts in. For the actual work took bout 4 days. These
guys that repaired it did some beautiful welding.
That’s why a good engineer bails off when the train goes into emergency.
This one did but it happened so fast and with icy rails it
just went kee runch, thanks for watching
@@ccrx6700 Old B&O/C&O/WM/Chessie and current CSX power have a 20 second delay before the PCS opens after a trainline initiated emergency brake application. This allows the locomotive to pull away from a separation such as this, specifically to prevent this sort of collision.
@@thomasdupee1440 very interesting Thomas, really thank you for telling me that, i did not know it, sounds like a great idea. Please dont ever stop sending in your comments, i akways learn some cool stuff from you
@@ccrx6700 I was never an officer of the company but I did participate in the rules committee. I've been a rules-and-procedures nerd since my career started. I was also very interested in the mechanical side, track standards, maintenance, etc.
@@thomasdupee1440 👌
Very interesting. Glad everyone's ok. Can it be fixed? Estimate of hours, and$.
Edwin, our mechanics cut off the whole front end, a very professional contractor came and put new front on, those guys were best welders ive ever saw! 3098 is now feeling much better and back in revenue service. Thank you sir for watching
So what became of it is it still in use were the repairs major did you guys fix it is the hopper used for parts now
A Real job to repair
Yes it was Derrick they called in some professional welders and
replaced the whole front end plate plus coupler, those guys did
a great job, beautiful welding they did. Thanks for watching sir
The origin of the fault is the decoupling… why did that happen? When will transportation sectors stop doing repair on fault or breakage maintenance and go back to preventative maintenance… in the long run it is far less expensive…
Apparently some bean counters don't think that way Captain,
when we filed bankruptcy here there was no money, and I said
no money for prevention, it was when it broke then fix it. Sad
to say but that's the way it was. This event happened not long
after that bankruptcy.
Is that a Mconway & Torley PGH?
I don't know about the old one Jeffrey but the new one they
put in was. Appreciate very much your taking the time to watch and write in. May you have a most blessed day my friend.
Now how do you guys get that fixed? Do you guys do it? Do you send it out to get fixed? Do you have a company come fix it?
What is that hoop thing up near the class light on that unit?
Ladder up the front of the engine has a fall guard, that
is what the hoop thingy is there for. Thansk for watching
I don't think Flex Tape will work on this repair.
Will that be a repair job or is the car totaled ? Thanks for sharing
They got some really good welders and fitters in and put a whole
new front end on the loco Andrew. Amazing how nice of a job
they did and 3098 is back in revenue service. Thank you for stopping by and checking out the video my friend.
Damit. That is railroading !! To the first degree. Just show up for work. And accident happens. Later.
Yes things do happen Dan, but that's railroading. A whole lot of
moving parts and heavy weight affected by weather conditions
and maintenance, the lack of or not. You never know what kind
of situation you're going to run into coming to work. Very grateful
my friend for your taking the time to check out the video.
So why’d the hoppers uncouple?
Great question Bob and one I can't answer. Things were so
mangled that it was impossible to determine why after
Sherlock Holmed the wreckage. Sure wish we had a good
answer, but it has never happened again since then so that
is a good thing.
How was that locomotive interchanged to you guys, if you are a captive railroad?
Eric, great question, i will make a vid of that process sometime. For now NS tracks to Poland Mines, then bout 4 mile over Rt 88 with Hulcher trucks to our harbor terminal. They take trucks and fuel tank off loco to transport them separate, 1 loco truck weighs 32 tons, so both trucks off loco is significant drop in weight
@@ccrx6700 Wow, thats a hell of a task... Wouldn't it be more cost effective in the long run to extend your line to the NS? And in doing so you could potentially attract new utilities. (Depending on the grade, We get some coal here in WI from Bailey mine that the utility mixes with powder river coal)
@@erict5234 those kinda expenses way beyond my scope, running a branch to couple places had been talked bout in the past tho. Also remember transportation by barge is extremly cheap, boat companies have no maintenace costs for the river, the Coast Guard maintains locks and river. Railroad have big buck cost involved in building track and maintaining it which significantly increases transportation expense
Dave is a f or h coupler ,you draft gear box needes to look out seriously .The damage to end sheet is not that bad .I did FRA inspections on locomotives. I had one one toughest inspections in the usa . Saftey is matters!
You are right Robert, our draft gears all need attention on the locos
and cars. If I remember right they did replace it on this loco when
they rebuilt the front end. Maybe sometime if your close you can come here and do an inspection? That would be cool. Thank you for taking the time to visit with us and may you have a very good day my friend.
That really "kissed" something to break that pilot that badly.
And this is why shelf couplers were invited if I remember right. Was the damage repaired, or were the car and the loco junked?
All hazardous material cars must be equipped with couplers having top and bottom shelves projecting from head end front faces. The purpose of the shelves is to prevent vertical coupler disengagement during train derailment and thereby minimize the potential for tank car shell puncture.
The engine only suffered rear pilot damage, she was repaired and placed back in service.
Inertia is a bit..! What was the weight of the 25 cars?
286,000 pounds per car, they were loaded, Thanks for watching
Charlie
@@ccrx6700 Considering my algebra is correct, the collision amounted to 71500000lbs of impact.
@@charliebray6758 Wow! No wonder it busted up.like that
oof size: large
Will it be repaired or retired appears to be lots of damage
Was repaired Bill, guys did an excellent job doing it
@@ccrx6700 that's great hope she sees lots more miles
@@billsmith8238 👍
Did you guys do this repair in house?
Our mechanics helped some, but most was done by a contractor. Those guys were top notch welders, they did a fantastic job fixing it, the whole front end is now new
That is just a good fabricating job for a welder who knows how to fix things .
You are right Dewey and that's what they did, got a really good contract fitter and welder in who fixed it. Thank you for taking the time to visit with us and may you have a very good day my friend.
If fixing that engine is part of your responsibility you have one helluva job.
Greg, they got a professional company to come in and fix it. they replaced the front end, did just a fantastic job, those guys were really really good. 3098 feeling much better now and back in revenue service. Do appreciate you watching sir
I have learned more about the reality of railroading by watching your videos than I ever knew. Thank you for your lessons.
@@gregwarner3753 Thank you Greg, nice to hear that. Appreciate your watching sir
Thxs what is the difference 40,40-2???
Mostly, different electrical systems ... en.wikipedia.org/wiki/EMD_Dash_2
Wonder why he didn't bail off...
He did Kenneth but things just happened so fast with the icy
rails that he really didn't have much of a chance. Appreciate your watching sir
WOW!
Thank goodness no one got hurt and nothing derailed, things
could have been a lot worse. Very much appreciate your
visit today Laurence to check out the home movie.
Ohhh, The Indignity!!!
Lol, yep the once proud loco is now feeling ashamed... but repair crew put her back together and did an amazing job doing it
2500 tons+ don't stop as fast as 170 tons - no matter the rail conditions.
You are right in that sir
Holy crap how much was it to fix it or junk it
James, I really don't know what it cost to fix, they had some real
professional welders come in and put a whole new front end on
the loco, did a fantastic job. FYI, my grandfather's name was James
Cole
Comedians would be saying : to be fair it does say Brake on the locomotive snow plow. 😂
😄 👍
Wow an ex SP unit
Yes it is, this loco has been all over US and Canada before it
came to us Local Railfan. Thanks so much for taking the time to write in and to watch the video. May you have a very good day my friend.
@@ccrx6700 have a good one too!
i wonder if my dad worked on that locomotive when he was at Boise locomotive
Dan it was sold to Boise Sept 30, 1999 along with 7 sister units
where it was rebuilt as GCFX 3098, I don't know how long it
was there, but probably not long. Sometime in later
2000 it was leased by Alstom to CSX. If your dad was there, please
ask him if he remembers an SP unit #7330, it would have been an
SD 40. Boise rebuilt it to an SD 40-2. If he was there, please, please,
please write me back.
Castings, they should be forgings
I was under the impression that uncouplers were not to be painted....paint hides cracks
You are certainly correct in that Tom. Locomotives come from
the factory with unpainted couplers. Some years ago couple of
the guys here brush painted this loco and did the couplers not
knowing any better. Thanks for writing in and for watching the
video today my good man.
What,s the cost of repair?
That's a good question and I apologize that I do not have a final
figure for the repair sir.
how fast was it going?
If memory serves me correct, i believe he said around 20 mph, that was awhile back it happened