6000hp and sand Canadian style

I do too.  Two thumbs up.

Hi Tom,

There's something about the boldness of the red livery, and these units dimensions... that visually works for me.

In person, these 40's have a tall looking front end(cab etc.); sort-of compact and tall, which I like.

Rick

Nice.

When I got to operate a SD40-3, one of the things that struck me was - how tall the locomotive seemed, from the inside. Changing tracks accentuated the height sensation, because the locomotive swayed a bit. I had another unit mu'd behind me; but, I was so focused on what I was doing, I never bothered to check out what type it was... it did have a cowl body, though.

I figure I had at least 6000hp, to work with... No 'foaming" for me either, I actually didn't want to look like a goof, or screw up... played it a cool as I could.

BTW, the lead SD40-3 had a sheet metal overhang/structure, at roof level, I think it was on both sides... right behind the main cab. I always wondered why those models had that particular feature, but, the 40's in the link, here, don't?

Rick

the sanders on the trail engine put the sand down after the wheels, you would think the sanders would be on both sides of the wheels.

One of the flukes of having to be run in a (reverse?) direction.

I noticed that, too; the other truck's wheels probably catch a bit of it...

Rick

I doubt that operating in reverse was/is the problem with lack of sand and the mis-ditected sand. My guess would be something screwed up electrically with the forward & reverse sand control relays/interlocks. 

It shouldn't matter which direction each unit is facing, since the FOR & RER control relays apply sand in the direction of the traction motor reversers/switch gear.

Wihout proper sand supply on front of each trucks wheels, no wonder they had so much trouble with wheel slip!

http://wvncrails.weebly.com/sd...-new-locomotive.html   This is link toCSX  SD 40-3 REbuild

Thanks for the link, Alan; my ride wasn't that new... I had the older version SD40-3.

Here's some pictures(somebody else took these pictures) of the type of SD40-3... I operated -

http://princerupertrailimages....u-class-gf-630b.html

You can see the roof-like structures I referred to... just behind the cab.

I like the look of the CP lead unit, better; I think the CP unit is a SD40 MU'd with a SD40-2.

Re: the CP video - I think the engineer did a good job moving his train; even though there was some traction issues.

The conductor/brakeman was no slouch, either; including, running... and how easy he made it look - moving from the lead unit onto the number two locomotive.

Rick

Those are "snow shields" which tend to prevent the snow from trying to enter the central air filters (air intakes for cooling and combustion). Characteristic of CN units.  

Thanks, Hot.

Canadian class one's, depending on the time of year, frequently work in the snow... Canadian Pacific's routes - especially, through the mountains... receive significant snowfall; I wonder why they don't incorporate that feature?

Rick

CP had a far better system, designed by EMD, referred to as a "winterization System". That system can be recognized by the enclosed housing over the number 1 radiator cooling fan. When the whole "system" is set up into the "Winterization" mode, the warm air from the cooling system radiators stays INSIDE the carbody, and enters the central air compartment through a very large set of louvers mounted in the upper partition/wall between the engine room and the central air compartment. 

The CN tried it on some units, but the CN's locomotive maintenance was so poor, what with all the exhaust leaks from the engine's exhaust manifolds, the air flow through the engine room and into the central air compartment was generally contaminated with exhaust soot! Naturally nobody could convince the CN Mechanical Department that the reason the system didn't work well on THEIR units was THEIR fault. Funny how the CP, Soo Line, and BN used it for decades, with no issues. 

That's how I learn... asking questions; thanks again, Hot.

Rick

While we don't see it happen in the video, the conductor obviously got off the locomotive while it was moving, and he didn't die! 

Nice to see that the CP still knows how to railroad.

As I understand it, the rule about not getting on and off moving equipment is being considered for annulment by some railroads. They have finally figured out what a HUGE productivity killer it is. I am very glad to see that. Dumbing down the work force to the lowest common denominator has never worked.

That guy moved with a purpose... confidently and efficiently; and, I enjoyed seeing and hearing the guy at the controls...  doing his thing; he knew how to get them to bite.

Rick

I recall seeing crew changes at Sayre, PA on the LV where the train did not stop at all. Both crews detrained and boarded on the fly... at about 5-10 MPH.  Grounds for dismissal these days, I imagine.

Reminds me how back in the 60's by buddy and I would swap drivers during road trips at 60 MPH.  I won't tell how we did it, but it doesn't work with high back bucket seats!