The "Brains" Behind the Operations

There are some days on the railroad, when something is happening, or something is heard on the radio, and it just makes you happy you are not involved!  This happened a few times in the past week.

One night, I was called to go on a helper.  This is usually a pretty simple job.  The first half of the trip is riding at the back of a coal train, pushing it over the hills, and the second half of the trip is returning to Glendive with one, or occasionally several locomotives.  The trip this week went just like that.  It was a long trip, but not particularly challenging.  However at the end of the trip, things started to go downhill.  We followed a fairly short westbound merchandise train to Glendive.  The dispatcher instructed them to use track four in the yard.  We did not think much of this, until we got to the yard, and they were stopped with the rear end of the train hanging out onto the yard lead.  We needed to get by them on the lead to take the engine back to the roundhouse, so we could go home, but they were not moving.  We called them on the radio and asked if they could pull in another few cars and clear the lead.  They told us they were not sure, but they would see what they could do.  They did manage to get in enough for us to get by, and we went to the roundhouse.  We thought it odd that they were having a hard time fitting on a track which was way longer than the train, but we did not give it any more thought until we got to the depot, and heard what was going on.

The Dickinson West dispatcher controls the Glendive yard.  Eastbound trains arriving in Glendive from the Forsyth subdivision must call the Dickinson West dispatcher to get a track assignment in Glendive.  This is done on the road channel for the Forsyth subdivision.  Westbound trains arriving in Glendive also receive their track assignment from the Dickinson West dispatcher, who they have been talking to since they passed milepost 115.  This is done on the road channel for that part of the Dickinson subdivision.  Consequently, trains on the Dickinson subdivision and trains on the Forsyth subdivision cannot hear each other.  The westbound train ahead of us had been assigned track four, and unknown to everyone on the Dickinson subdivision, an eastbound merchandise train, coming from Forsyth, had also been assigned to use track four.  The two trains had not known they were headed down the same track, towards each other, until they were both on the track.  So the dispatcher messed up, and no one had any idea until they could see the results.  We managed to sneak by the westbound train and get home before it really turned into a mess.

Once we were in the depot, taking care of paperwork, we heard the mess start to unfold on the radio.  The crew on the westbound train explained to the dispatcher that there was a train on track four, headed in the opposite direction, and asked if there was anywhere else they could go.  The dispatcher suggested either track seven or eight, but he admitted he was not sure which, if either, was empty.  At that point, the westbound train asked for permission to back out of track four, and to head over to one of those tracks.  For some reason, the dispatcher thought we were still waiting behind that train, so he asked the crew if they could continue west, all the way through four track, and then back into one of those tracks.  Apparently dispatchers do not understand the term, "stack train."  The crew patiently explained again that there was another train, whose locomotives were about 50 feet in front of them, blocking the west end of the track.  This explanation was followed by a silence, then a, "Uhhhh, well...oh dear," followed by more silence.  A small part of me wanted to stick around and see how this turned out, but it seemed pretty clear someone was going to have to back up and find another track.  It also seemed pretty clear that someone should have faxed the dispatcher a picture, because he just did not seem to understand what was going on until it had been explained several times.  While part of me was curious, the solution was obvious, and most of me was just tired, so I went home.  When I returned to work late that night, the mess was long cleaned up, and the yard was back to normal.  But there was another story from the day.

Later that day, another westbound merchandise train had some work to do in Miles City.  There is a facility in Miles City that repairs freight cars, and typically M trains have to either set out or pick up cars there.  Sometimes it is just a couple of cars, other times it can be the entire train.  Usually, when possible, cars that have to be set out there are put on the head end of the train.  This makes the work simple, and it minimizes the number of crossings that get blocked in downtown Miles City, while the work gets done.  This was the case with this particular train.  With the cars on the head end, the normal procedure would be to stop the train on the main track, make a cut behind the last car to be left, pull ahead a few car lengths, line the switch, and then back the cars in.  Once they are clear of the main line, a few hand brakes are set to secure them, and they are cut off.  The locomotives can return to the train left on the main line, do an air test, and then continue west.  If all goes really well, it takes about half an hour.

Things did no go quite like that the other day.  Just as usual, the train pulled up on the main line.  The engineer let the conductor off, and then the idea was that they would pull the train up to where the cut needed to be made.  The conductor told the engineer when to stop, made the cut, and then had the engineer pull past the switch.  He lined the switch into the transfer track, and then protected the shove back into that track.  This is where the meltdown occurred.  What the conductor did not realize, or even notice perhaps, is that the cars left on the main line were too close to the switch for anything to get by on the other track.  What he also did not notice while they were backing up is that the cars being shoved were going to run into the standing cars if he did not tell the engineer to stop.  After another minute, the train stopped on its own, with a loud bang.  The result was cars on the ground, and a couple of smashed freight cars.  The main line was blocked, and there was a mess.  The conductor had managed to back the cars into his own train.  When I heard this story, I was glad I had been at home, because there was no doubt a long delay while personnel were called to clean up, and a new crew was called to take the unsmashed cars on the rest of their westbound trip to Forsyth.  Several of the cars are still in Miles City, awaiting repairs, or whatever their disposition is to be.

Prototype Railroading: Helpers and Grades

The idea of helper locomotives is about as old as mountain railroading.  Anytime a heavy train needs to go up a steep or long grade, additional locomotives are needed, called helpers.  Modern diesel locomotives have not eliminated the need for helper locomotives.  They are used in many places throughout the mountains states where there are significant grades.  In most cases, helper locomotives are found on the rear end of the train, pushing, although they can be used at the head end, or in the middle.  This is less common, simply because it presents more complicated switching to get them there and to take them out later.

Glendive is actually a helper base, for trains heading east.  As trains head east from Glendive, into North Dakota, they must go up two hills.  The grades are not what many people would consider particularly steep.  Beaver Hill, the first grade encountered by eastbound trains is a 1.11% grade, and Fryburg Hill, the second one, is a 1.06% grade.  One percent really does not sound like a steep grade, but what must also be considered is the tonnage of the train and the amount of horsepower.

Typically, coal trains around here will run with two locomotives on the head end, and one distributed power unit on the rear.  Usually that means the total horsepower is around 12,000  One of these coal trains typically weighs between 16,000 and 17,000 tons, meaning there is less than one horsepower per ton.  (0.7 horsepower per ton is pretty typical.)  Another thing to consider is something called the factor of adhesion.  We are not going to get into the calculations for that, because that is rather complicated.  The factor of adhesion is basically the amount of traction a locomotive can expect when pulling a number of tons.  Typically, heavier locomotives have a higher factor of adhesion.  There is more weight on the driving wheels, and therefore more traction.  However, even the "stickiest" locomotives will spin the wheels when the load behind them is extremely high and too much horsepower is directed to the wheels.  On older locomotives, the engineer would control wheelslip with the throttle.  On newer locomotives, it is partly, or entirely controlled electronically.  There are a couple of ways to increase the factor of adhesion.  One way is to put more powered axles under a locomotive, thereby spreading out the horsepower, and transferring more of it to the rails before they begin to slip.  Another way to increase the factor of adhesion is by increasing the weight on the wheels.  This is only practical up to a certain point, because if a locomotive is built too heavy, it will overload bridges and break rails.  The simplest way to increase the factor of adhesion is to apply sand to the rails.  This will prevent wheelslip, but if a train is underpowered on a grade, it will not prevent the locomotives from stalling.  If you want more detailed information and calculations, I highly recommend visiting this website, put together by a locomotive engineer in Wyoming.

Once the factor of adhesion and horsepower per ton is figured out, then the train crew, and the railroad, can figure out what kind of power will be needed to get a train up a grade.  That is where helpers come into the equation.  On reasonably level track, most of our heaviest coal trains will do just fine with three locomotives.  Even two locomotives will get the job done, as I have talked about in the past.  On level track, the only thing the locomotives have to do is move the weight of the train forward.  Just about any number of locomotives can do that, it is just a question of how long it will take them to get going.  When a hill comes into the picture, the locomotives must not only move the weight of the train forward, but they must also move it up.  Even in short grades, this is not a problem, because on a long coal train, the train will remain in balance.  Part of the train will be ascending a short grade, while part of the train is descending a similar grade, balancing the train out.  Long grades are places where the entire train must be moving uphill at once, and there is no balancing action from a portion moving downhill.

Helper locomotives typically push on the rear end of the train, for several reasons.  It makes the switching easier when they are put on the train and taken off the train.  Also, the helpers do not usually stay with the train to the next terminal, unless that terminal happens to be the end of the grade.  This is the case in Glendive.  Once the helpers are removed from the train, they must return to the starting point.  Having them on the rear of the train makes this significantly easier.  Another thing to consider, on a grade especially, is the force on the couplers.  Typically, couplers are rated for 390,000 pounds of force.  On a grade, the force will be greater on the couplers.  Having all the locomotives at the front of the train could literally pull the train apart, breaking a coupler.  By having helpers and distributed power at the rear, it helps to prevent pulling the couplers apart.  Recently, there was not a proper balance of horsepower like that, and the train actually split in three.  When the first coupler broke, it caused such a violent change in the coupler slack that another coupler was pulled apart too.  As you can imagine, splitting a train in two is not an ideal situation.

Distributed power is different from helpers.  Distributed power locomotives, while often found at the rear end of trains, are not the same as helper locomotives.  They stay with the train for the entire trip, regardless of grades along the way.  Distributed power is a remote controlled locomotive, which the engineer at the front of the train controls, just as he would if it were up front.  A helper locomotive is attached for the sole purpose of providing extra horsepower up a long or steep grade.  It is not controlled by the engineer on the front of the train.  There is a separate crew in the helper locomotive, controlling that locomotive.  That crew and the crew on the front of the train stay in contact with each other, but the engineer on the head end of the train does not control the helper locomotive.  When the train is up the grade, the helper is removed, and the train continues on without it.

Here in Glendive, the helpers are primarily added to eastbound coal loads.  These are usually the heaviest trains we get, and they need the extra power for the hills.  The number of helpers depends entirely on the weight of the train and the number of locomotives currently assigned to it. In most cases, the coal trains will get just one helper.  They will push the train typically to Fryburg, ND, about 100 miles east, where the train will stop and the helper will be uncoupled.  The coal train will continue east, and the helper locomotive will return to Glendive.  Going up the hill with the coal train is still a slow process.  At times, with all the engines running in full throttle, the train will only be going about 15 mph.  However, that helper locomotive is the difference between keeping the train moving and stalling on the hill.  Moving slow is still better than a stalled train.  Working the helpers is usually a pretty simple job.  The first half of the trip consists of riding backwards, in full throttle, pushing the train.  As we leave town, the helper engineer puts the throttle all the way up to notch eight, the highest, and then we all sit back and watch the tracks go by.  Once at the top of the hill, it is the conductor's duty to close the angle cocks, or valves, on the air brake pipe, and pull the pin that opens the coupler.  Once that is done, the helper heads back to Glendive.  With just a locomotive, the trip back is pretty quick and easy.