I have a friend that's an engineer and he said , an engine is so powerful it could pull its self in two,he was in a fatal wreck where a person got killed and the poor guy is having a really hard time even though it was not his fault,this happened in Indiana
That 9 engine coal train required professional engineering to push that heavy constants up grade and keep a control rail speed. Alsome . That is a rail fan favorite.
That twat 9 car Cottrell ain't a train engineer/driver. He's all over YT with ridiculous claims on everything from Concorde videos to heavy haulage videos. lmao
@@9carcottrell246.... BS!! BNSF & UP coal drags (west) are allowed 100 tons per (Steel) car.... with a maximum GW of 263,000 lbs on rail. The newer aluminum cars can have up to a maximum of 286,000 lbs on rail, and on some divisions, up to 315,000 lbs with the "heavy axle" cars. However, there are several locations on the UP system that the rail cannot adequately distribute that weight (primarily on certain bridges), and so are restricted to a maximum of 268,000 lbs per car on rail.
On average 160,000 pounds per car. Running a fiat Alice tug boat engine with full inter axel wheel lock deployment and sand spreader. Bout 850,000 h. P. Tracktive drive. Can I get a throttle up. Notch seven please. Puuuuuullllll
Ok, so I have a serious question. With so many engines, how does it all work? Is there someone inside each one or how are they controlled to work all as one? Is it just one person controlling it all? How do they all run at the same speed without out pacing the others in speed and causing wheel spin?
They are remote controlled by the engineer in the first locomotive. They are diesel electric meaning the drive wheels are driven by electric motors. The diesel motors are driving electric generators which in turn power the electric wheel motors. Those electric motors will typically turn the wheels as fast as the train is moving without slippage. If wheel slippage is detected by an automated system then sand is put on the rail in front of the drive wheels by a sander to help stop the slippage. If slippage happens it usually when the train is attempting to move from a stop.
brandon... commonly, Mid-train & rear helpers are known as DPU (Distributed Power Units) and if you see DPU's in a consist (train) then you can expect to see helpers "shoving" from the rear as well... and most generally you will see these types of lash-ups on "unit trains" (all cars loaded with same product) such as on coal drags, Soda ash, Ore and grain trains where the "Average" train tonnage (at least on Western routes) is around 15,500 tons and where there are gradients in access of 1.8% like on the Bozeman Pass, here in MT. As far as your question regarding control.... "generally" when you have DPU's that are owned by the railroad that is loading and hauling the train to its final destination, and on its own rails... the DPU's will be operated by remote control (at a frequency of 457.925 MHz) by the engineer in the lead unit at the head end of the train. However, in this case (video), it's BNSF's train... BUT, it is operating in MRL territory (since 1987) between Huntley, MT (just east of Billings) and Spokane, WA. with MRL train crews. When they cut in MRL power for Mid-train operation over Bozeman (cut in at Livingston before the assent), MRL also has a crew (engineer & conductor) on board the lead unit of the Mid-train "DPU" who are in radio contact with the trains head end unit engineer, because the Mid-train DPU will be cut back out at Bozeman and the crew will "re-tie" the train and then will either run "light" back over the pass to Livingston (about 28 miles) or, may have train orders as helpers/DPU to assist an EB back over the pass and down to Livingston. They will cut in DPU's again to get over Mullen Pass (average wb gradient of 2.071%) as the train continues west bound (wb), at the Helena, MT. yard.
Wow this is absolutely fantastic footage, 15000 tons up a gradient is incredible, no matter how many engines are involved, I live in Australia but man our coal trains are long but not like this would love to know the power of these engines and could anyone tell me if the Locotrol system is used on these heavy coal trains.
They should be laboring.... with 15,000 (+/-) tons West Bound out of Livingston (MT.) from a dead stop and starting a train and almost immediately going into nearly a 1.8% grade, then into a 2+% to the tunnel at the top of the pass. I use to see them all the time, when I was trucking out of Billings (MT.) headed to CA, WA, OR.... and it was 4+% for the last mile+ to the top (on I-90) and then down at about the same rate of decent. The MRL (BNSF) Track has less percentage (of the 4% - highway) of gradient (2.071% from the original [NPRR] grade (and tunnel) of 2.2% as it was cut lower to the pass in order to build the new tunnel under I-90 where the railroad transitioned from the north side of the interstate on the east side of the pass... to the south side of I-90 on the west side of the pass and then switched over again at the bottom of the pass a few miles east of Bozeman.
Kepler Gso.... Would be nice if true, however the ruling grade on the Bozeman Pass (west bound out of Livingston) is 2.071% and with the western (from Gillette, WY.) coal drags averaging 15,500 ton trains (Not including motive power weight), a single UP 4000 class ("Big Boy") could not lift that much tonnage over a grade that steep. The reality is that the heaviest tonnage ever lifted on any single gradient by a single "Big Boy" was during power tests conducted by the UP & ALCO (builder of the 4000 class) on April 3rd, 1943 on the 1.14% Wasatch grade (just west of the Green River [WY] yard), and "pushed" at a rate of 9,980 US gallons (37,434 litres) of water and 9.66 tons (8.8 tonnes) of coal per hour, "Big Boy" No. 4016 produced 7,157 hp (5,339 kW) at the cylinders while pulling 3,883 tons (3,530 metric tonnes) of train at 41.1 mph (25.527 kph) and recording 6,290 draw-bar hp in the Dynamometer Car that was coupled between the 4016's tender and the train. A few other 4000 class engines used in the same test produced between 5,800 and 6,000 draw-bar hp under similar conditions, but not all of them on the same day, so variances in the weather, temperatures, barometric pressure, humidity, etc, etc... all contributed to the results of each engine that was tested. The ruling grade between Green River, WY. and Ogden, UT. at that time was 1.14% which was later reduced to 0.82% and the tonnage capacity for the 4000's was upgraded to 5,360 tons (about 4,873 metric tonnes) at 20 - 25 mph. The original and "hoped for" design rating was for the 4000's to be able to lift 3,600 tons over the Wasatch Mountains (ruling grade of 1.14%) unassisted... the "Big Boys" exceeded that.
The helper units are all MRL manned and are cut in to the BNSF train at Livingston depot. After the climb, the crew on board cuts them off and puts the BNSF train back together. There are 2 guys on the helpers, a conductor and engineer.
TrainsOnGoPro 2015..... yes. they sure do, as all of their units.... and MRL is pretty consistent at keeping them clean as well. RJ Corman is probably the cleanest & sharpest looking fleet of motive power (actually, applies to just about everything they own) in the entire country.
That's a lot of horsepower reassembled. Did they ever tought about putting catenary on this line. E-loc's do have a lot more power available than those diesels.
@@pqhkr2002... Hi Tom, thanks for your reply. If you're referring to the link that I sent to "at CSX Railfanners" above... no, that link IS Montana Rail Links corporate website in Missoula.
4 out of the 5 Montana Rail Link (Mid-train EMD Helpers) were online for this specific run. The third unit, MRL 262 “SD40-2XR” was isolated. Some of the remaining (online) motors were simply exhausting cleaner than the others.
I’m spooled up deep here. Running a fiat Alice tug boat engine with full inter axel wheel lock deployment and sand spreader. 850,000 tracktive drive to dah rail. About 43,675 horsepower together. Let’s go with throttle up. Notch seven please let’s puuuuuuuulllllll
X Recon usmc.... you should be a politician, I've never heard so much BS in my life! By the way... in regards to your "X Recon usmc"... ever head the term "Stolen Valor" ?!!!? I think you and "9 car Cottrell" are one & the same.... Correct?!!?
@@jimgemmell2831.... thanks for your reply.... "Fiat alice"!!... that's a good one, and puts a smile on my face, as does his "850,000 tracktive drive to dah rail" What a "hoot"!! : )
Love trains since I've been little and still love them today especially this video never seen engines in the middle woww outstanding seen more videos my favorite is when i type in trains racing videos excellent I'm 41 and i love trains until i die FRFRFRFRFRFRFRFRFRFRFRFR 🚆 lance-freakin-rollins has-spoken enough-said....
The Coal Trains up in Colorado also run with several power units in the Center of the Train and the Grade is Steep out of Denver after they go through the Front Range.
Are you sure?.... MRL has an engineer & conductor on the lead engine on all their helpers, E & WB traffic. The helpers are cut In (WB) at Livingston and cut Out at Bozeman. EB helpers (shoving) are cut in on the fly at Manhattan (about 18 mi. west of Bozeman).
Two comments on here. One from 9 car Cottrell and recently one from X Recon usmc. Funny how both are nearly, if not identical, with his Fiat alice (can't even spell it right) engine bullshit. This is the same person. Train engineer my ass. He claims to be everything from being an Ex Concorde pilot, Captain and Shift Commander LaBonte USAF Patriot Wing amongst a host of other things. LMFAO
SAY WHAT YOU WANT ABOUT GM LOCOMOTIVES! AS YOU CAN SEE HERE, THEY HAVE PROVED THEIR RELIABILITY TIME AFTER TIME! Those NEWER GES, AINT GOT NOTHING ON THE EMD DIESELS!
They're set up to be controlled by the engineer from the lead locomotive via radio. They basically mimic whatever the lead unit does. Usually this encompasses the mid and rear-train locos, but I believe the mid-train helpers in this vid are being manned separately by another crew
Greetings. Running several fiat Alice tug boat engine with full inter axel wheel lock deployment and sand spreader. 3000 horse power each wheel , 850,000 tractive drive to the rail. About 660,000 pounds per rail car 160,000 tare. Let's go with throttle up notch seven please. Puuuuulllllll
@@NeilEAnlin is he fuck. Also comments elsewhere that he's an Ex Concorde pilot/captain, Ex USAF, USMC and drives a 9 car Cottrell car transporter. lol
@@NeilEAnlin pretty much so. Even claims to have a Harley Davidson Ultra Limited bike. Only thing he drives is his vivid imagination......lmao Thing that really pisses me of is his USAF/USMC bullshit. That's an insult to those who have genuinely served in the Forces, wherever that may be.
