Train J-1577 and air brake problems in Tales of the Jointed Track

We were called for a coal load about 1030 to 1100 am. Typical BN, crew change and go, add the helpers, and assault the grade. So whatever delay or late arrival into Denver, we were on our way. The signal at MP 50.5 is yellow and we will hold till lined over.

Forty five minutes, and we were told a freight was between Monument and Palmer Lake. Well its usually a 16 to 25 minute run due to tonnage. Nothing is being said over the radio. They are having air problems. The head end stalls eight cars from the CTC signal at Palmer Lake. We see the glow of the head light, even at 500 pm. Still silence, okay what is causing your stall, power, tonnage, air?

We can hear each other, most times within a 25 to 50 mile radius, plus we recognize each others voices. “BN 7816 … Come in Shoe”. JJ Witt, and I like JJ, but he’s a hard nut to crack at times. “Yeah JJ go ahead”. “We’re stalled, air is setting up behind a couple of dead units in our consist”. “Did that just start?, did ya notice something earlier”? “Well… around Academy, had some off and on activity”.

It is hard to troubleshoot blindly and not, seeing what the actual set up is. I asked for JJ to walk the consist, maybe hook up the other side. I also said “Look” that there is an open end cock, on the MU hook up lines. That has happened. Also check the units behind those as well. Hey also check for crossed MU hoses too. The three units were LMX leased B-39’s.

An LMX B-39

The trick Dispatcher is PR “Pete” Holiman. His son works out here as a brakeman, during this time period. He and the Chief must have been talking. “DS-16 La Junta to the Coal load, BN 5584 South”. “BN 5584 DS”. “Chief wants to know if you can go and assist at Palmer Lake?” “We can, I’ll transfer the air to the Helpers, and we’ll run lite up to the signal at the summit, and walk to the stall”. “Okay, thanks, I’ll tell the Chief, and talk to the Rio Grande”. “Best they stay out of it Pete, plus no one can get in here between us”. Silence ..”Well just be careful on the way back”. “We’re in the sag, we will watch on the way back”.

We will cut off the head end and run up to the CTC Signal at Palmer Lake. “BN 5584 to the helpers”. “Helpers”. “I guess you heard the conversation, and were cutting off”. “Yes, let us know when yer away and we’ll maintain the air set”.

Okay what did we just do? The set is there, so they will go 3 or 4 pounds deeper, and the cars don’t care. They will follow the reduction, and maintain off the set. They don’t know if I am on the head-end, or the helpers are controlling. “BN 5584, John, we’re cut away its all yours”. “Okay, we have control of ‘em”. We run lite to the summit. We stop at the RED CTC signal, the stalled train is about a quarter of a mile south. The brakeman winds a handbrake on the second unit. I have a full service and full independent on the lead. I’ll wind up that handbrake. We walk up to the stalled train 77.

We arrive at 77’s consist, and talk to JJ. I’d like to look around and see for myself, not that I don’t trust him. An extra set of eyes sometimes, you catch something, they may not. The brake valves are all in trail, automatic and independent are properly set-up. All end-cocks for the MU’s are set properly, and the unused ones, not hooked up are set as they should be. An air lock maybe?, a possibility, things do happen. The rear end of the train is called, they need to set some handbrakes and maybe cut the train line out, about 20 up, and “Big Hole” from the caboose.

We will cut the train line between the cars, to do some air testing. We hook up all MU hoses period, to see if we can run around the blockage. If there is a blockage. I think its an air lock, and to an Emergency Application to vent all air, under compression to the atmosphere. Re-set, and still the same thing. Damn it, but lets see, but it could be a control valve, and maybe the J-1 relay, for the independents. We’re on this for forty-five minutes. The Chief and DS are now getting into the mix as well. Hey, we don’t want any delays either, more time on duty than needed. JJ is trying to explain, I get on a packset and say “I will place the rear three units into a Dead engine feature, and maybe this will alleviate the problem. I need authority to do so”. I am told to do what is needed, they want the main-line open.

The dead engine feature, allows the locomotive to brake like a freight car. I talk to JJ, and let him know what and why I am doing this. We cut out the dynamic braking on the B-39’s. This will also help in not sliding the wheels, because he can’t bail the set off the B-39’s. He has two SD-40’s that have good dynamic brakes. He will have to watch and time his sets, and maybe operate at a slower speed, till he gets off the major portion of the grade.

I open up the hatches below the cabs, engineers side and locate the Dead Engine Feature. The handle is turned opposite. All MU hoses are severed, except for the Main reservoir. I am giving JJ “All” maximum recharging, through these units. The end cocks for the Independent application and release lines and the acutation (Bail off ) are opened on each side and each end. They will be like box cars, but they will aid in getting the tonnage over the hill. They will set up and release like the cars in the train. He will have to watch, how they are braking etc. At a full service maximum brake cylinder pressure will be at 25 psi and not at the independent regulating valve. We make the air test, and everything acts like it should. “JJ, thats all I can do for ya. Make sure the roundhouse knows, what is cut-out on the LMX’s“. “Will do”. We clear and walk back to the head end locomotives of our train. The handbrakes are removed and the head brakeman, leads me back to our standing portion of our train .

JJ calls the rear end the hand brakes are taken off and the angle cock opened, The set and release is made, and they depart. We are told two more at are at Monument need to come over, then we will go. We flag back tie in, and call the helpers. “Where is the set John”? “At a 15 psi reduction, I am cutting out the valve”. “I am set there, and will drain 10 psi more for the set”. This will hold us, and when I make the set off the top, we’ll be charged, and where we need to be.

The first of the two we will meet comes over the top. I call JJ, and things are handling okay. “Make sure if ya go dead. (Hours of Service), that ya leave a note and call the roundhouse” . “I will”… “Thanks have a good one down”.

Another day…

Last updated July 16, 2015