Trains

[itbrokeagain]

I have noticed trains with multiple locomotives only have people in the front. How are the others controlled? Why does one face forward and another backwards?

[fabricator]

Today, the ends of trains are monitored by remote radio devices officially called "End of Train" devices, or EOTs, by the Federal Railway Administration. Railroad crews more commonly call these devices FREDs (Flashing Rear End Device). A FRED is attached or hung on the last car's rear coupler. It connects to the train's air brake line. The FRED radios telemetry to the engineer, including brake pressure at the rear of the train, whether or not the last car is moving, and whether or not the flashing red light is working during darkness. A FRED also allows the engineer to set the air brakes from the rear of the train, as much as halving the normal time it would take to set all of the brakes in the train.



http://www.angelfire.com/sc3/aldershot7/caboose.html

[itbrokeagain]

Is this how mutiple locomotives work as one? Also why run some forward and some backward? That still confuses me.

[fabricator]

google is awesome.
http://answers.yahoo.com/question/in...8091257AAoOg24


The only locomotive that needs to be facing forward is the leading one, and that is strictly for engineers visibility and signaling requirements.
Because locomotives are electric drive they operate exactly the same way in reverse as in forward. Mechanically they dont know the difference. Even deisel locomotives are technically electric, they only have a deisel engine to generate electricity.
So, they are put together any way they are facing, it is quicker than taking time to turn a locomotive when it really doesnt matter.
Sometimes they will placed "back to back" so that when a locomotive consist gets to the end of aline with no way to turn around they can simply change operating cabs and go back where they came from.
and to complicate matters even more, some railroads have equipped their locomotives with the controls on the "wrong side" so the long end is forward, even though it looks backward form the outside, and then there are a few locomotives with dual controls so from the outside you never know which way is facing.
Most RRs have a small white "F" stenciled ont he front near the boarding steps.

[itbrokeagain]

Interesting. Ok I have seen very long coal trains in the mountains before and they have 4 engines up front and 2 at the end. My guess is the hills put a lot of stress on the couplers and this greatly reduces it. Any ideas there?

[94Dodge Truggy]

hills with trains are difficult to obtain traction and engine braking. There is a train that idles for 80% of the time near gateway tire and if you are stealthy you can get in it and roll the throttles up and make it smoke. (like a freight train) But I never condone such behavior and you should not try this at home!

[fabricator]

http://en.wikipedia.org/wiki/Push-pull_train




When operating push-pull the train can be driven from either the locomotive or the alternate cab. If the train is heading in the direction in which the locomotive end of the train is facing, this is considered 'pulling'. If the train is heading in the opposite direction, this is considered 'pushing', and the motorman or engineer is located in the alternate cab. This configuration means that the locomotive never needs to be uncoupled from the train, and ensures fast turnaround times at a railway station terminus

[itbrokeagain]

Hmmmm. So how do they all work together????

[fabricator]

Multiple-unit train control, sometimes referred to simply as multiple-unit or MU, is a method of simultaneously controlling all the traction equipment in a train, whether it be a number of self-powered cars or a set of locomotives, from a single location....

MU system was adopted for use by diesel-electric locomotives in the 1920s, however these early connections were entirely pneumatic. Todays modern MU control utilizes both pneumatic elements for brake control, and electric elements for throttle setting, dynamic braking and fault lights. Most modern diesel locomotives are now delivered equipped for MU operation, allowing a consist (set) of locomotives to be operated from one cab, thereby eliminating the need for a train crew in each engine (something steam locomotives necessitated). However, not all MU connections are standardized between manufacturers, limiting the types of locomotives that can be used together. In North America there is a high level of standardization, using the Association of American Railroads system [1].

Modern locomotive MU systems can be easily spotted as large MU Cables to the right and left of the coupler. The connections typically consist of several air hoses for controlling the air brake system, and an electrical cable for the control of the traction equipment. The largest hose, located next to the coupler is the main air brake line or "train line". Additional hoses link the air compressors on the locomotives and control the brakes on the locomotives independently of the rest of the train. There are sometimes additional hoses that control the application of sand to the rails.

Locomotives set up to use slugs have extra connections for transmitting electricity from the diesel electric generator on the "mother" unit to the traction motors on the slug.

[Nuts]

How can i get a job running one of these?

[fabricator]

links do work..

[fabricator]

looks like you mite need an edumication....
Locomotive Engineers operate large trains carrying cargo or passengers between stations. Most engineers run diesel-electric locomotives, although a few operate locomotives powered by battery or externally supplied electricity. Before each run, engineers check the mechanical condition of their locomotives, making any minor adjustments necessary and documenting issues that require more thorough inspection. While trains are in motion, engineers move controls such as throttles and airbrakes. They also monitor instruments that measure speed, amperage, battery charge, and air pressure, both in the brake lines and in the main reservoir. Engineers must have thorough knowledge of their routes and must be constantly aware of the condition and makeup of their train, because trains react differently to the grade and condition of the rail, the number of cars, the ratio of empty cars to loaded cars, and the amount of slack in the train

[fabricator]

The railroad transportation job market is expected to experience negative growth through 2012. The primary source for new job opportunities will be the replacement of retiring and other departing workers. Employment decline will be further affected by the consolidation of many railroad occupations and duties. Competition within the transportation industry continues to force railroads to cut labor costs by assigning engineers and conductors to duties normally performed by other workers. Conversely, national increases in demand for light-rail transportation systems suggest that employment of subway and streetcar operators will grow at a rate equal to the average for all occupations through 2012

[fabricator]

Nearly 75 percent of railroad transportation workers belong to unions. Different railroad occupations are represented by different unions. The Brotherhood of Locomotive Engineers provides union services to the majority of engineers. The United Transportation Union provides union services for most other railroad employees. The majority of subway operators belong to one of two unions: either the Amalgamated Transit Union or the Transport Workers Union of North America

[fabricator]

In 2002, median hourly wages for rail transportation workers were comparatively high, as revealed by the following chart:
Locomotive engineers and locomotive firers - $23.26
Subway/streetcar operators and all other rail transportation workers - $21.48
Yardmasters and railroad conductors - $21.39
Railroad signal, switch and brake operators - $20.93

[fabricator]

Engineers’ ability to safely operate locomotives is monitored by periodic physical exams and drug and alcohol tests. Depending on circumstances, engineers who fail these tests may be disciplined, discharged or transferred to different railroad positions

[Nuts]

Why do you know so much about trains?:confused:

[fabricator]

Originally Posted by Snuts

How can i get a job running one of these?

http://www.ble.org/

[fabricator]

Becoming an Engineer
http://www.ble.org/info/engineer.asp
The general qualifications which must be met before a man or woman becomes eligible for the position of locomotive engineer are:


At least 21 years of age.
Minimum education of high school or equivalent.
Good physical condition with excellent hearing and eyesight.
Completion of locomotive engineer training.
Other qualifications to enter into the service of a railroad company for the purpose of becoming a locomotive engineer may apply and often vary between railroads. A new employee usually enters train operating service as a brakeman or conductor, positions in which he or she works and trains for the locomotive engineer's position. On-the-job training and classroom instruction is offered by various railroads; sometimes it is contracted out to education and training companies. If the railroad's training and examinations are passed, the trainee is then a qualified locomotive engineer awaiting promotion.

Also, effective January 1, 1992, the Federal Railroad Administration issued extensive certification and licensing requirements for locomotive engineers. Engineers in the U.S. must be certified pursuant to the provisions of Part 240 of Title 49 of the Code of Federal Regulations (49CFR Part 240). Under 49CFR Part 240 each railroad must have in place an FRA approved certification program. An individual railroad's certification program must meet minimum federal safety requirements for the eligibility, training, testing, certification and monitoring of its locomotive engineers. In this regard, certification eligibility is based on:


Prior safety conduct as a railroad employee and motor vehicle operator
Compliance with substance abuse disorder and alcohol/drug regulations
Vision and hearing acuity standards
Knowledge testing of operating rules and scheduled retesting
Performance skills testing/train handling
A locomotive engineer's salary varies from employer to employer; and type of rail service-terminal, switching, yard, passenger or freight. You may want to target a railroad for which you would like to work, then contact the company directly for specific information.
Many railroad companies provide on the job training and are actively hiring locomotive engineers and trainmen. You may wish to visit the following websites for job listing information:

Norfolk Southern

Union Pacific

CSX Transportation

Burlington Northern Santa Fe

The U.S. Railroad Retirement Board prepares a list each month of the most recent railroad job vacancies in our country. You can visit the Board’s jobs page at http://www.rrb.gov/PandS/Jobs/rrjobs.asp.

If you wish to receive training in a classroom environment, then you may be interested in the National Academy of Railroad Sciences at Johnson County Community College in Kansas. It is one of the largest of several colleges that offers an Associate Degree in Railroad Operations. You may visit their website at http://www.railroadtraining.com.

A general list of job openings in the railroad industry is available at the following: http://www.railjobs.com.

[fabricator]

Originally Posted by Snuts

Why do you know so much about trains?:confused:

Only thing I know about trains is that you
don't want to get hit by one....
I find the rest of this knowledge on the net.
............GOOGLE..........

[Nuts]

I knew you were cut'n and paste'n,lol

[fabricator]

Originally Posted by fabricator

Only thing I know about trains is that you
don't want to get hit by one....

http://www.you-tube.ro/train-truck-v2221.html

http://www.youtube.com/watch?v=j3QKR...eature=related

[tjjeepjeep]

Hey fabricator..you have entirely too much free time on your hands. You need a hobby

[GPER]

Wait until you see two D-9 bulldozers hooked together, there is just one operator and he sits in the front dozer. They will go through even more stuff with the push / pull effect.

Someone needs to hook up a couple of Jeeps like that