Remore control SD45s...

[nw-mailing-list at nwhs.org]

LONG TRAINS  !!!!!

Williamson to Portsmouth on 24/7 basis saw 210 to 250 loaded cars all thru
the time I was a kid. I counted them constantly, just amazed. And as the 50,
70 and 85 tonners gave way to the 100 ton cars with the roller bearings
keeping the count continuous. I just figured a 250 unit size was 20,000 ton
train and with one every 20 minutes it impressed me big time.

Also, why is no one talking about the remote opns from Norton, VA thru the
natural tunnel and up the devilish grade beyond Duffel into Tennessee. Much
smaller movements but restricted by the extreme grade alongside of US23.
Have always be impressed upon catching a movement as I traveled 23. Gotta
love the crews tight butt work to keep it all together.

Oakie G Ford
IRONTON, OH


----- Original Message ----- 
From: <nw-mailing-list at nwhs.org>
To: "NW Mailing List" <nw-mailing-list at nwhs.org>
Sent: Tuesday, August 08, 2006 11:37 PM
Subject: Re: Remore control SD45s...



> > It is my understanding that only the Shenandoah train was run using

> > remote control (Locotrol), and that it was a poor experience.  I did

> > not think the N&W used remotes on the record breaking trains...

> > Take care

> > Robb Fisher

>

>

> Robb, I will beg to differ, according to the Norfolk and Western

> Magazine, issue of November 20, 1967, pages 368 and 369. Yes, Jimmy,

> hit an extra key on the tonnage of the Shenandoah Division train,

> should have been 18,000 ton train.

>

> The  two articles read as follows, paying particular attention to

> paragraphs 2 and 3

>

> N&W Moves Longest and Heaviest Train

> The longest and heaviest freight train ever before operated by an

> American railroad-450 loaded coal cars-was moved October 25 by the

> Norfolk and Western Railway between Iaeger and Williamson, W. Va.

> (Picture on front cover.) Weight of the train, including the

> locomotives, was 44,475 tons. It was a approximately three and one half

> males long.

>

> Powered by three of the railway's 3,600-horsepower diesel locomotives

> on the head end and five remotely-controlled units of the same

> horsepower near the middle, the super-train left Iaeger at 3:40 p. m.

> and arrived at Williamson at 5:25 p. m. There were no road delays.

>

> Successful operation of the big train, according to R. F. Dunlap, N&W

> vice president-operations, was due to competent planning and

> supervision and skillful operation by the crew. Radio control of the

> five unmanned "slave" locomotive units, which operate in response to

> high frequency signals from the lead locomotive, also was effective,

> Mr. Dunlap said. He explained that the rearward position of these

> locomotives in the train better distributed the power for moving the

> record number of cars.

>

> James F. Litz, of Roanoke, the N&W's general road foreman of engines,

> was in charge of arranging and handling the huge train, with the aid of

> the railway's Pocahontas Division Superintendent W. 0. Tracy, Jr., and

> division supervisors. The train crew consisted of Conductor W. H. Lusk,

> Engineman R. E. Bailey and Brakemen B. H. Curry and Lawrence Porter.

>

> The train was partially assembled with 317 loads at Wilcoe, W. Va., and

> moved to Iaeger where 133 additional loads from Auville Yard were

> added. The train was then dispatched for its journey to Williamson.

>

>  From Norfolk and Western Magazine, page 368, November 20, 1967

>

>

> Operating Locomotives By Remote Control

>

> The Norfolk and Western is now developing the operation of some heavy

> tonnage trains on the Shenandoah, Pocahontas and Pittsburgh Divisions

> with the use of remotely-controlled locomotives at some mid-point in

> the train in addition to those on the head end. The controlled or

> "slave" units are operated upon the receipt of radio signals

> transmitted from equipment in the lead or master unity as initiated by

> the engineer through a control console.

>

> When, for example, the engineer operates the throttle and/or brake

> valve on the lead unit, radio command signals are transmitted

> simultaneously to the slave unit's radio receiving equipment which, in

> turn, operates relays to govern the throttle and/or brakes on the slave

> unit-and through train line cables to the other units operating in

> unison with the slave as

> multiple-unit power.

>

> The picture above shows a 189-car train carrying approximately 18,000

> tons of coal moving north over the Shenandoah Valley line near Natural

> Bridge, Va.. with the slave units somewhat behind the middle of the

> train. Another photograph shows the engineer's control apparatus on the

> lead, or master, locomotive unit.

>

> One important advantage in operating remotely-controlled locomotives in

> heavy tonnage trains is to better distribute the power for moving the

> train. By so doing, the strong drawbar pull of the lead units on cars

> near the head end of the train is alleviated to some extent by the

> middle-of-the-train units thus reducing the possibility of train

> breaks-in-two.

>

> Another advantage is much faster and smoother control of the brakes

> throughout the train because synchronized control of the brakes is

> maintained at two locations in the train. Also, if it is desirable for

> any reason, the throttle and braking on the slave units may be

> controlled by the engineer independently of the lead units.

>

>  From Norfolk and Western Magazine, page 369, November 20, 1967

>

> Then in the Janaury 1, 1968 issue, the following article appeared

>

> Making Railroad History

> N&W's Operation of 500-Car Coal Train Was a Big Event of 1967

>

>

> One of the most widely publicized stories about the Norfolk and Western

> in 1967 was the operation on November 15 of the longest and heaviest

> freight train in railroad history. The facts are quickly stated, but

> even more interesting for the general reader are background data and

> sidelights of the train's run between Iaeger, W. Va. and Portsmouth,

> Ohio.

>

> Briefly the facts are that the N&W operated a coal train of 500 cars,

> four miles in length and weighing 48,170 tons, for a distance of 159

> miles-a record. Power was furnished by six 3,600 h. p. diesel

> locomotives-three on the head end and three radio-controlled slave

> units 300 cars from the lead units.

>

> As Vice President-operations R. F. Dunlap noted after earlier runs of

> 420 to 450-car trains last fall, the operations were experiments

> designed to gain experience in moving maximum-tonnage trains.

>

> The 500-car train was designed to show, among other things, whether the

> slave locomotives could be operated as far as 300 cars from the head

> end.This phase of the run was considered a success with "continuity"

> between lead and slave units interrupted on one or two brief intervals

> when the train was passing through tunnels.

>

> The train was composed of the usual assortment of coal-carrying

> cars-hoppers and gondolas of various capacity, Both N&W and foreign. No

> special arrangements were made to assemble new cars or those of any one

> type.

>

> Operation of brakes along the four-mile train was closely observed by

> N&W personnel along the right-of-way. Using two-way radios, these men

> reported the condition of the train as it passed.

>

> The only hitch in operation of the long train occurred at Williamson

> when a knuckle broke on a 70-ton hopper 150 cars from the rear. This

> mishap, which can occur on any trains was repaired immediately.

>

> One observer, taking his first ride on a freight train, was amazed to

> observe that the head end of the long train moved ahead at the start

> for more than two minutes before the cab reported the rear of the train

> in motion.

>

> The train had 12 car-lengths of slack, which took that long to work

> itself out.

>

> Aboard the train were a number of N&W occurs and supervisors as well as

> representatives of the Public Relations Department with men from

> Railway Age and the Roanoke World-News. Included were: M. E. Bowman,

> general manager, Pocahontas Region; J. F. Litz, general road foreman of

> engines, who operated the locomotives from Williamson to Portsmouth; W.

> O. Tracy, Jr., superintendent, Pocahontas Division, and C. H. Hale,

> superintendent Scioto Division; C. H. Hale, Pocahontas Division road

> foreman of engines, who operated the locomotives from jaeger to

> Williamson; John Marcroft, general air brake inspector; Don Mayberry,

> gang foreman, Shaffers Crossing Shop, who checked the remote control

> system; Edward Donlon, of Railway Age. Tom White, of the Roanoke

> World-News, and E. F. Striplin, N&W public relations representative.

>

> The train and engine crewmen from Iaeger to Williamson were Conductor

> E. T. Hagy, Engineer R. E. Bailey, and Brakemen B. H. Curry and P. L.

> Pigman. Crewmen from Williamson to Portsmouth were Conductor B. L.

> Thornton, Engineer J. W. Marcum, Fireman D. W. Clark and Brakemen P. H.

> Dupuy and R. G. Sutherland.

>

> Particularly impressive was the teamwork and cooperation which made the

> run a success. As officers making the run noted, "The employees right

> down the line took great pride and interest in this train. They were

> determined to make it a success and they are due a lot of credit and

> recognition."

>

>  From Norfolk and Western Magazine, page 14, Janaury 1, 1968

>

> i do agree that the remote operation of the units was not a success in

> general service, and disappeared rather quickly. I believe that the

> Russians ran an even longer train (600 cars?) and the N&W ultimately

> gave up trying.

>

> Ken Miller

>

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