Hey all!
Something quiet interesting popped up, Apparently NS EMD SD70ACe #1025 was equipped with helper service equipment, and the Ditch Lights were relocated to the pilot face because of the helper link box needing to be in that position
Its rather interesting though becuase the SD70ACu’s dont have Helper boxes on the platform and the SD40Es do… the SD40Es were kicked out of Helper Service and still retain the helper boxes, why would the SD70ACe be needed? size most likely (in my opinion).
Helperlink boxes were pulled off of the 40es and installed on the 70acus when they took over helper duty. Im guessing the same boxes were just re-used, but I don’t know.
That’s for that zug that really does help I had no idea the helperlink boxes were reused from the SD40Es on the SD70ACUs I just thought they were new ones
I actually wish 1025 and 1024 would come to the Pocahontas District.
Isn’t NS using DPU’s? Why would NS still have manned helpers that need Helper Link’s?
The systems do very different things. Locotrol-style DPU provides ‘remote control’ over distributed power coupled into a train. Helper Link allows power to cut off a train without effect on the automatic air brake.
I am well aware of the differences between manned Helper Linked locomotives and DPU operation. When I was still working CSX was in the business of manned helpers using Helper Link to permit the helpers to detach on the fly. After I retired CSX began using DPU’s on trains that previously required manned helpers and with DPU’s they actually increased the sizes of the trains being handled as the DPU’s allowed the engineer to better control the intrain forces and thus decrease the number of train break in twos for broken knuckles or pulled out drawbars.
The real difference between Helper Link and DPU’s is MANPOWER. One requires it, the other doesn’t.
DPUs tie up the power for the entire run. Manned helpers can cut off after assisting trains for the usually short segments of a trip where extra power is needed.
Mark Vinski
Which costs more over time - Increased employee count or additional locomotives in the fleet?
It depends. Helpers work multiple trains each shift.
Even with widespread use of DP, some places still have regularly assigned helpers. BNSF has helpers out in the Powder River that help both BNSF and UP trains as needed.
Jeff
Even with DPUs there’s a limit on some grades as to what they can do. The climb out of Altoona over Horseshoe Curve is one such grade. It’s speed restricted due to curvature with a compensated grade of over 2 percent due to curvature. The NS decision to keep using helpers isn’t strange given the tonnage moved over 110 MT a year. Even during the Conrail days they’d slap a pair of SD45-2 helpers on the hottest intermodal train to get it over that route faster. By comparison the route from Johnstown to Gillaspson were the summit tunnels are the grade is a sedate 1.1 percent.
The territory I worked for my last 20 years of employment had multiple helper districts. While helpers are looked upon as additional power to get trains up a grade - their even more important reason for existence is as additional braking power in getting trains DOWN GRADES SAFELY. Manned helpers are lucky to get more than one shove out of their HOS day.
In the 21st Century, the prime braking method is Dynamic Braking, especially since 21st Century motive power has Extended Range Dynamic Braking and in most cases can handle trains down grades without having to resort to using air brakes and all the brake wear that happens with brake shoes clasping wheel treads.
You do know that we’re talking about Horseshoe Curve? It has much higher train volume than any helper districts you ever worked. Sets of helpers are going up and down the mountain all day.
What goes up, must also come down before it can go up again. Going down creates congestion with the other business that is going down. Congestion creates delays and lack of utilization.
On Horseshoe it’s routine to see 3 to 4 helper sets come down at once all linked together via helper link for braking to save track space. Otherwise they’re used to help bring down loaded coal and heavier general merchandise traffic.
Union Pacific in particular came to grief when they got the bright idea to equip helpers with switcher trucks to save money. They forgot that helpers have to go faster ‘downhill’ to clear other trains. That is why you did not see any repeats of switch engines with dynamic brakes…
A similar learning curve was experienced with early Mallets. 0-6-6-0s and 0-8-8-0s, for all their frugal all-weight-on-drivers ‘economy’, were soon given lead trucks for those vast wobbling bypass-equipped forward engines when drifting downgrade… then many got trailing trucks too for guiding when backing down.
Manned helpers exist for a reason!
Even in the OTR industry we use them. You’re going to see them on loadd over 200k gross weight moving over hills and mountains but they’re needed for both sides of the climb.
