Western Railroad Discussion > What Happened Here?

I just witnessed UP #9825 north out if San Marcos,TX go into emergency at the Austin,TX Amtrak Station. After about ten minutes brakes were released and it continued north. This happened at about 12:30 PM. Anyone know what happened here?

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Probably just a "kicker". Emergency application during a normal brake pipe reduction... screwy triple valve on a car is probably the culprit.

Hookdragkick Wrote:
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> Probably just a "kicker". Emergency application
> during a normal brake pipe reduction... screwy
> triple valve on a car is probably the culprit.


+1

Hookdragkick Wrote:
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> Probably just a "kicker". Emergency application
> during a normal brake pipe reduction... screwy
> triple valve on a car is probably the culprit.

Up in the PNW we call them "Dynamiters". Happened most often with wood chip cars and older grain hoppers. What usually happened is that a small foreign particle got into the brake line and when pressureized, gets into the triple valve and causes the valves to open at lower than normal brake pipe reduction pressures causing the brake pipe to go into emergency. Most annoying. Nowadays we seem to get kickers when a cut of cars won't charge up for the stub test. Conductor walks the cut with a hammer or finds a large rock to rap on the car with the triple valve that's blowing air (in this case known as a "stuck triple").

On NS, some trains like a solid bulk commodity train not moving through any turnouts, and any train (except a key train) under some conditions, are exempt from walking inspections after experiencing an UDE (undesired emergency brake application) if the air restores to the rear of the train. However, a key train must always be walked after an UDE. I suspect this is the case on UP (and others) as well.



Edited 1 time(s). Last edit at 04/18/14 18:09 by Rathole.

If it happens on double track, I think if a train pass the one that when into emergency at reduce, the conductor walking his train rule is waived. I could be wrong.

SLOCONDR Wrote:
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> judahrice Wrote:
> --------------------------------------------------
> -----
> > I just witnessed UP #9825 north out if San
> > Marcos,TX go into emergency at the Austin,TX
> > Amtrak Station. After about ten minutes brakes
> > were released and it continued north. This
> > happened at about 12:30 PM. Anyone know what
> > happened here?
>
>
> Please be carful how you post some items. The one
> today, on the UP9825, could possibly get a crew
> fired, unless the Conductor walked the train after
> the UDE. UP has people following these posts in
> Omaha.
>
>
> Virlon

Not true. There are many exceptions to walking a train in UDE on the UP. Not to mention a trainorders post can't get anyone in trouble. Lack of proper action can...

70ACE Wrote:
... Conductor walks
> the cut with a hammer or finds a large rock to rap
> on the car with the triple valve that's blowing
> air (in this case known as a "stuck triple").

'Percussive Maintenance'
...Lorenzo

If the Engineer can restore the brake pipe pressure on the train, there is no need to walk the train. Air it up and go.
If for some reason you do need to walk the train, and you are on double or triple track, call the dispatcher and ask to copy track and time (at least on the Southwest Div. BNSF). Other trains will be contacted by the dispatcher.

For what it's worth, this is out of the GCOR and BNSF Amendments

6.23 Emergency Stop or Severe Slack Action
When a train or engine is stopped by an emergency application of the brakes or severe slack action occurs while stopping, take the following actions:
Obstruction of Main Track or Controlled Siding
If an adjacent main track or controlled siding may be obstructed, immediately:
• Warn other trains by radio, stating the exact location and status of the train and repeat as necessary. • Place lighted fusees on adjacent tracks.
• Notify the train dispatcher or control operator and, when possible, foreign line railroads if necessary. Warning to other movements is no longer necessary when:
• It is known adjacent tracks are not obstructed.
or
• The train dispatcher or control operator advises the crew that protection is provided on adjacent tracks.
BNSF Amendment—The paragraph Inspection of Cars and Units is changed to read:
Visual inspection must ensure no derailment or damage has occurred to cars, units, equipment or track to the end of the train. If physical characteristics such as a bridge with no walkway prevent complete inspection, the train may be moved the distance necessary not exceeding 5 MPH to complete the inspection. Stop movement immediately if excessive power is required to start or keep the train moving and discontinue further inspection until a safe alternative to complete inspection is identified by either a job safety briefing or coordination through the train dispatcher.
Exception - The following trains (excluding key trains) are relieved of visual inspection required by emergency brake application if no severe slack action occurred while stopping and brake pipe pressure is restored as indicated by the caboose gauge, end-of train telemetry device (ETD) or distributed power telemetry:
• Solid loaded bulk commodity train,
• Train consisting entirely of doublestack and/or articulated spine car equipment, • Any train where emergency application occurs above 20 MPH, or
• Any train that is 5000 tons or less.
Train types in the exception are relieved of further visual inspection after a defect is corrected, such as recoupling an air hose, and brake pipe pressure is restored as indicated by the caboose gauge, end-of- train telemetry device (ETD) or distributed power telemetry.
Train on Adjacent Track
A train on an adjacent track that receives radio notification must pass the location specified at restricted speed and stop short of any portion of the stopped train fouling their track. When advised that the track is clear and it is safe to proceed, this restriction no longer applies.



Edited 1 time(s). Last edit at 04/19/14 13:19 by qnyla.