I was wondering when someone would pick up on that, it's all terminal time
or overtime.
Gary Carmichael
In a message dated 12/5/2011 8:54:21 A.M. Eastern Standard Time,
[email protected] writes:
Andre:
26C's are what we had on the majority of Santa Fe locomotives. CCP engines
(ex-IC/ICG for the most part) had the 26L's and for good reason! They were
not equipped with operative dynamic brakes. Using the PASS position was
supposedly "against the rules", of course.
12lbs. trainline/ER leakage in a minute? How did that guy ever get out of
the terminal or move a train enroute with that, especially with all the
expert "coulda' done, woulda' done, shoulda done" laying in the weeds just
waiting for someone to stub their toe?
I suppose we better get back to arguing modern versus period S scale
railroading before someone accuses us of going off-topic, etc.
Bob Nicholson
--- In [email protected]_ (mailto:[email protected]) , "Andre
Ming" <laming@...> wrote:
>
> Hi Bob!
>
> Yup, the PASS setting also works great for a leaking EQ if you have a
26L brake valve. You're poop outta' luck with a 26C valve. (2 positions:
In/Out.)
>
> In fact, I know of an engineer (know him very well, in fact) that just
the other day had a 4,000 ton train, and the lead locomotive in his consist
had a 26C with an EQ that leaked and thus wouldn't maintain. With a train
behind the consist (and all the air leaks that accompany a train), once a
minimum reduction was made (about 6 lbs), it would draw on down to 12 lbs in
less than a minute, and keep on drawing off your air. Of course, left
unabated, you will be stopped within another minute. That's a prescription for
disaster. Anyway, this engineer I know very well said "to heck with this" and
used the Regulating Valve to safely bring them down the hill to a
drawbridge (in the up position) on a river.
>
>
> ----- Original Message -----
> From: shabbona_rr
> To: [email protected]_ (mailto:[email protected])
> Sent: Monday, December 05, 2011 5:09 AM
> Subject: Re: {S-Scale List} Moderling Earlier Eras in S
>
>
> Andre:
>
> Judicious use of the regulating valve will prevent that from happening.
I remember a story about a railroad that wanted to fire an engineer for
descending maountain grades by using the regulating valve to maintain brake
pipe pressure with K-type brakes.
>
> They got all set up for a ring-a-ding-ding kangaroo court, and even had
a representative from the air brake manufacturer to drive the final nail in
their case against the engineer. His testimony wasn't exactly what they
wanted to hear.
>
> He testified that the engineer had better use the regulating valve,
unless the railroad wanted a pile of scrap at the bottom of the mountain. Case
closed!
>
> Bob Nicholson _________________________________________
>
> PS - the "passenger" setting on #26 brake valves serves the same
purpose. That's how we got down the hills with no dynamic brakes
> __________________________________________________________
>
> --- In [email protected]_ (mailto:[email protected]) ,
"Andre Ming" <laming@> wrote:
> >
> > Gotta' be careful though when decending heavy grades (as on my V scale
Colorado Midland route)... or you can... umm... uhh... "potty" away your
air and away you go! (Ahhhgggghh!!!! LOOK OUT BELOW!!!)
> >
> > Fun is where you find it!
> >
> > Andre Ming
> >
> >
> >
> > [Non-text portions of this message have been removed]
> >
>
>
>
>
> ------------------------------------
>
> Yahoo! Groups Links
>
>
>
>
>
> [Non-text portions of this message have been removed]
>
[Non-text portions of this message have been removed]
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