UP 2756 SD40M-2 exSP MK rebuild
UP 8594 SD40T-2 ex DRGW
UP 2448 SD60M
UP 2510 SD60M
UP 2043 ?
UP 4687 SD70M
UP 2059 ?
CN 2545 ?
UP 9330 C40-8
CN 2545 is/was a C44-9W. It’s listed on http://cnlines.ca/CNcyclopedia/loco/loco_a.php as CN 2545 Dash 9-44CWL.
UP 2043, 2045 and 2059 I believe are/were GP60’s according to http://utahrails.net/all-time/all-time-33.php#gp60-1903. 2045 was SP 9746.
An SD40-2 locomotive will give you over 1500 amps of tractive effort at start, assuming good rail condition. That same locomotive will give you at best about 900 amps of dynamic.
Any pictures of this yet? I can’t seem to find any.
You might not as the road was closed by the CHP. I know of several people that say thy tried.
Figures. I understand safety and all. Maybe someone could bribe a landowner for a few minutes of time and a stepladder! [:D]
Here is a link
http://news.google.com/news?hl=en&ned=us&q=train+derail+&btnG=Search+News
[quote user=“chad thomas”]
There was a runnaway and another derailment in SoCal this weekend. Here is a article about it.
============================================================
Redlands derailment injures two, causes fire
09:14 AM PDT on Sunday, August 27, 2006
By SARAH BURGE, IMRAN VITTACHI and DAYNA STRAEHLEY
The Press-Enterprise
Two separate freight trains derailed in the Inland area Saturday, injuring two railroad workers and causing a fire on a toppled locomotive south of Redlands.
Seven Union Pacific locomotives fell on their sides in a derailment near San Timoteo Canyon and Live Oak Canyon roads at 9:36 p.m. Saturday, spilling diesel fuel that caused a blaze on one of the engines, according to California Highway Patrol dispatcher Mark Riconosciuto and Capt. Jim Fuller of the Riverside County Fire Department.
The cause of the crash was unknown, said Mark Davis, a spokesman for the railroad. Davis said he did not know how fast the train was traveling on the stretch of Union Pacific tracks along San Timoteo at the time of the crash.
Two Union Pacific workers were taken to area hospitals with minor to moderate injuries, Fuller said. One of the two injured railroad workers suffered at least two broken bones and the other had cuts and bruises.
The diesel fuel fire still smoldered in one of the locomotives at 6 a.m. Sunday, sending up black smoke.
The diesel fuel from the locomotives was the only hazardous material spilled, Fuller said. A hazardous materials crew from
Looks like we were standing on the wrong hill a day late, eh Chad?
…Nice pic’s in your archive Brian {Ia}…
Thanks Quentin! Keep checking it, I hope to add quite a few in the next couple of days.
Here is one, the CN unit:
Nice shot!
Not mine. Came from here: http://www.railimages.com/albums/pierrelacombe/ano.sized.jpg
I do not take pictures of CN unless it is ex-BC Rail [:P]
Just did a Google image search for the unit number and that was the first image that came up.
Surely you jest.
Actually if we were on the other hill we probably wouldn’t have seen anything but parked trains. BTW- BNSF put a few on the ground that morning too down in town.
Actually, I was speaking in terms of actually witnessing the runaways running away. That would’ve made for some cool pictures that the news organizations would’ve paid money for…
Unless we were on the outside of a curve, then I would be running for cover.
More information has come to light on this incident.
The crew appears to have suddenly lost dynamic braking descending the grade. According to a report they immediately tried to make a emergency brake application with the automatic brake valve. Because this was a light engine move (no cars), the Dynamic Brake Interlock prevented pressure build up in the locomotive brake cylinders. The crew appears to have panicked and then tried to set the handbrakes. Other Engineers I have corresponded with say the proper proceedure is to bail off the automatic brake and place the throttle in neutral or power nullifying the interlock and then use the Independent Brake Valve to stop the locomotives. It appears that the Engineer may have been improperly trained, most Conductors would not know this and would just reach for the Emergency Valve which would have no effect.
He never used the independent brake??? It would work in dynamic or power.
Yes, the application of the independent should override the dynamics.
I also wonder if they tried to reverse any of the locomotives. Sure, it would flatten the wheels, damaged the traction motors, and maybe ruined some rail, but it would be far less damage than actually occurred.
Most newer locomotives will not allow plugging . It’s written in the software and I think GE’s will even log a fault "plugging attempted at too high of speed "
I’m guessing that they had the dead engine feature cut in on some of the units rendering independant brakes nill . With the new electronic airbrakes in many cases if the locomotive batterys are dead the airbrake computers will not function , My guess is that this was the case .
Randy