By-pass hose??

To a steam fan, those are just the high priced seats!

well okay I might have been thinking of NS. I don’t remember which but I know one class 1 usually has run around hoses in the nose of their power.

Congratulations on 50+ years tho?

[quote user=“SD70Dude”]

Overmod

tree68
Odds are, the car will be set off at the next place the problem can be addressed.

I wonder about this. If I recall correctly, the Power Brake Law even as amended doesn’t say all cars have to be actually braked in a particular train (and of course during the long transition era many cars were only given pass-through hoses for compatibility). At least one of the systems of PTC has the explicit capability of isolating the braking on a car that ‘fails’ testing without breaking the consist – this resulting in a change in the proportioning algorithms to compensate for the ‘lost’ braking power.

Professional railroaders here will know, and I hope will recount, precisely what their railroads require in handling a car that is ‘bypassed’ in this fashion.

I think you mean ECP, not PTC.

I once had a unit sulphur train in winter that had more than 10 cars with run-around hoses, Sultran’s old steel fleet was notorious for air leakage as the sulphur dust would get into every possible place and cause corrosion.

The run-around hose is a means of last resort, and is not carried on locomotives. They are placed and removed by mechanical personnel. We (CN in Canada) don’t have any specific rules or limitations on how far such a car can be moved, they are treated just like any other car with inoperative air brakes.

In Canada the last three cars in a train must have operative air brakes, and no more than two consecutive cars can have inoperative air brakes at any other

[quote user=“Murphy Siding”]

SD70Dude

Overmod

tree68
Odds are, the car will be set off at the next place the problem can be addressed.

I wonder about this. If I recall correctly, the Power Brake Law even as amended doesn’t say all cars have to be actually braked in a particular train (and of course during the long transition era many cars were only given pass-through hoses for compatibility). At least one of the systems of PTC has the explicit capability of isolating the braking on a car that ‘fails’ testing without breaking the consist – this resulting in a change in the proportioning algorithms to compensate for the ‘lost’ braking power.

Professional railroaders here will know, and I hope will recount, precisely what their railroads require in handling a car that is ‘bypassed’ in this fashion.

I think you mean ECP, not PTC.

I once had a unit sulphur train in winter that had more than 10 cars with run-around hoses, Sultran’s old steel fleet was notorious for air leakage as the sulphur dust would get into every possible place and cause corrosion.

The run-around hose is a means of last resort, and is not carried on locomotives. They are placed and removed by mechanical personnel. We (CN in Canada) don’t have any specific rules or limitations on how far such a car can be moved, they are treated just like any other car with inoperative air brakes.

In Canada the last three cars in a train must have operative air brakes, and no more than two consecutive cars can have inoperative air brakes at any other location in the train. This is to ensure that the tail end will stop it

Just watched a train getting ready to head east out of Calgary (probably #196) and the last unit had a bypass hose. I suspect it may have been the lead unit in a sideswipe collision last week at Palliser siding in the Kicking Horse canyon. Sorry, I didn’t hang around until the train left and I could take a photo. It’s just a long hose hung along the side of the locomotive (in this case) or a car, connected into the regular brake pipe of the equipment ahead and behind.

Norfolk Southern engines usually have the wrap around hoses them. Uncle Pete has them, but not normally carried on the engine.

I read a recrew report once where they placed one on a car, but it had so many leaks that they had to find another one.

Jeff

On trains with more than 5% of articulated intermodal equipment (think 3 and 5 pack well cars) the train type must be put in as “intermodal”. PTC will compensate for the descrepancy of the number of operative brakes not equaling the number of actual cars/platforms in the train.

When initializing PTC, we are to edit what’s on the PTC screen to reflect what our paperwork says. It happens where some numbers may be slightly off when comparing the two. Even though the downloaded PTC consist is supposed to reflect the printed out version.

Jeff

Now you’ve done it: you’ve triggered some more questions. Are there long hoses available to span these 3 or 5 packs? Would they splice multiple hoses end to end? Can part of these cars be by-passed? As I understand it, a 5-pack has three brake cylinders and, I assume, three aux reservoirs. If the fault involves only one of these brake systems, is there a way to by-pass only that section?

Articulated intermodal cars have rubber air hoses with gladhands partway along the car, so that a single car air test can be easily performed. I’ve never seen it done, but one could easily part those hoses to cut in a runaround hose there.

Or you could just use multiple runaround hoses and connect them together. But if you go more than two car lengths without an emergency valve I believe that would be a violation of our air brake rules.

Thanks, Dude.

Likewise when the Museum of the American Railroad’s Big Boy was moved to its new home in Frisco, Texas a few years ago.