I’m an engineer. A few years ago my back was sore, so I made an appointment with a chiropractor. He asked me if I’d been in a low speed crash. My response was several per day. It blew his mind. Now I come in for hitches really slowly. It annoys some crews, but it’s for my health. The second point about making hitches, especially light engines is the engineer can see it. In the daylight like this, it’s easy to watch the shadows on the ground, and one can see about how close the hitch is, and adjust the speed accordingly.
Brian; I took a second look at the hitch part--Watching the shadows. Good idea. The shadows met just one second; or at most; two seconds later. This time I saw the locomotives jump; as others have said. (Guess that doesn't work too well if the joint is too far ahead of the engine.)
@@Brian-kl1zu The conductor gave the one car signal, so the engineer should have known that he was close to the hitch. That’s where watching the shadow comes in. How long do you have in the seat?
@@brianburns7211 I imagine that was pretty tough for you People should never get in the way when a train is coming But they do any way That s real dumb I hope your back is feeling fine I thought I would tell you I m a rail fan I have been most of my life I m going on 63 Have a good day
I’m a retired UP Road Engineer. There was nothing wrong with that coupling. The last hand signal the conductor gave was a stop signal. The last count, just before the stop signal was one car length. Typical railfan exaggeration / misinformation.
Hard to tell with the telescopic foreshortening but looked like the Con needs to go back to hand signal school. The equipment is supposed to withstand up to 4 MPH joint, emphasis on supposed to. That's not to say that's the desired goal. You'd get the same bounce at 1 MPH. A train on air can be like a brick wall.
Multiple things the conductor didn’t do right.... Which caused that crap move. #1 His hand sign car counts were off. He gave a 1 car hand sign to stop hand sign as he literally made the joint. Which is ridiculous for his own safety number one. It's daylight so easy to gage. Lastly, he should have stepped off the locomotive onto the ballast before making the joint. Because it's the rule, and dangerous to make a joint riding a shove. The engineer was not out of control on this. The conductor controls the distance on shoving. An even if he felt his engineer was out of control. He should have bailed. Standard stuff.
Is that a U.P. rule? I'm a conductor for N.S. and we are allowed to ride the engine to couple. The biggest thing that's stands out to me is lack of radio. Aside from CT school I've never used hand signals.
@theellisoncountrylife3015 We as in BNSF guy's. (Some), avoid using radio at all costs. A lot of us do because it is used against you in operation testing and investigations. Simple way to put it. Gets you in trouble easier. Plus too much radio chatter most of the time on our lines. Now, obviously we still have to a lot of times. As for the on while riding a joint. It may just be a BNSF thing. They have changed our riding to outside of the cab to only on bottom step. But still not to a joint.
@ethanlamoureux5306 That's not completely true. We have German BSI, knuckle, Tightlock, buckeye, Dellner, Scharfenberg. On the London Underground system they use Wedgelock couplings. For passenger trains in all but a few cases it also automatically connects the air brakes and multiple unit controls. On our trains with link couplings, freight usually, the vehicle have sprung buffers which absorb any minor shunting or coupling impact. What you also fail to consider is that crews in the US still have to get between the cars or locomotives to connect the air brakes, any air supply for operating hopper doors and connecting the power and control jumpers between locomotives or driving passenger cars on push-pull operations. Our rail staff wait until the buffers touch before getting between the stock and making the coupling and connecting the brakes. So no less safe than US crews getting between stock to connect the brakes. What was dangerous in the US and led to the knuckle being standard was the previous link and pin. That was just a single centre buffer with a link pin/bar which required train crew to hold the pin up during coupling and meant they were standing between the vehicles with one in motion. Hand injuries were quite common.
@@neilcrawford8303 I wasn‘t trying to get on anybody’s nerves, I was just stating the obvious. I wasn’t considering passenger trains since the whole subject here has been freight trains, and I have never seen UK freight trains with anything but link and buffer coupling, which are definitely not automatic couplers. If you are aware of any freight operations in the UK that use any kind of automatic couplers, let me know because I’ve never heard of them.
@ethanlamoureux5306 Hi. Many aggregate, steel, iron ore, and coal trains use the same knuckle couplings as in the US. In many cases the end freight cars in a formation have a knuckle one end and link and buffers the other. The DB Cargo fleet of class 66 locomotives (built by EMD in London Ontario) have both link couplings and a swing out knuckle couplings, as do the class 67s, so they can couple directly using knuckle couplings. We don't switch trains much in the UK now. Trains are single commodity, such as aggregates (big business here), intermodal, auto (cars and vans, both import and export). We don't have mixed traffic or manifest type trains here anymore. That goes by road haulage.
As a former locomotive RCO remote control operator for a steel mill i never seen engines jump on a coupling like that before.... probably cause we would've been canned for connecting that hard...!!!
Years ago while on an Amtrak train, we stopped on a curve I believe was outside of Harrisburg Pa. I was looking out the window towards the back of the train and I saw an intermodal train coming our way without a locomotive on the end. I assumed it was on the track next to us. It wasn’t! They coupled into us so hard, that if I had been standing, I would have been thrown to the floor. And I was in the sixth car from the end. Our conductor should have given us a heads up about what was going to happen!
@@paulne1514 This sounds more like some type of accident. Amtrak is not suppose to move freight. Maybe Amtrak was broke down and was getting some assistance.
Looks more like the brakes locked up on the 6699 more than a blown traction motor. I had brakes locked up on an engine today and had to stop and cut it out so the brakes would release but was smoking for a while afterwards
Boy thats good way of damaging these couplers, ect, if you look closely, something even moves/falls inside the right side of the cab, when impact occurs.😮😱, All the engines shook too, wow.
I don’t think they needed to worry about stretchin em, they were well and truly hitched, that was a hit and a half. I even heard the locomotives go: ow!
@@RibbonRailProfuctions Just because it was a solid coupling does not mean the pin fell completely and the coupling was made. There is a better chance it made than if it was a soft coupling.
From Fresno south all the way to Bakersfield there was a lot of track that was taken out. All the way through Exeter, Lindsay Strathmore porterville. 2 track lines taken out. The only line going is on high way 99
The line thru Visalia to Exeter and Lindsay is now a part of the San Joaquin valley railroad. You are correct tho in that from south of Porterville the line is long gone past Richgrove. There is a short spur from Famoso north a few miles.
When I get on power I look them over pretty well. On my run, I’m the second engineer on the power since it came out of the shop. On a few occasions, I’ve found non complying issues. This doesn’t deter me from bad ordering the power. One time a unit with the same condition kept getting sent out without repair. A call was made to the FRA. I kept the carbon copy of the bad order tag, just in case they tried to retaliate.
The telephoto lens makes the coupling look more violent than it actually was. Still, you can really see what an immovable object is a full-length freight train.
If conductors want to prove that they're necessary and add value and safety*, this is not the way to go about it. Is that guy serious with those "hand signals"? *I believe they do
As a retired Engineer I don’t see any thing wrong with those hand signals. I understood them very well. He gave a 3 car count, then a two car count, then a one car count, then he raised his arm meaning the coupling is close and easy up then the stop signal. I have worked with conductors that were very bad at giving hand signals.
I have a brother that has worked as a conductor for UP for around 20 years, and has worked the Fresno Subdivision many times. I bet he would "read the riot act" if that engineer pulled that on him.
On the CSX we always had to dismount before making a tie. But I wouldn't think you'd need a rule for that, I wouldn't want to be hanging on the side of any rolling stock when it makes a tie. That's a good way to pull your arm out of its socket or blow your shoulder up, not to mention getting thrown off or crushed. Plus they tied way too fast.
Looks like the engineer got distracted and did not see their hand signals to stop. I wouldent be surprised if a coupler was broken off from that impact!
@@alvit123 maybe because he's a railroader and that really wasn't too hard of a joint, also being light engine the chance of feeling any joint is higher
Big deal. I have like 25 compositions like that in my private railroad in my back garden. I'm actually the owner of Utah. My house is actually all of Utah.
A safety stop should have been done an engine length from the hitch but could have been a little easier but that was definitely not a “ slam” … you use the radio up to the one engine length where you stop allowing a safe dismount and now the conductor can move out away from the equipment so as to allow his engineer better visibility … I’ve cooked a few traction motors in my forty years as a class 1 engineer, good day …
@@jimmycannon8057 Yes, thats a good rule especially when it’s raining that way you can open a knuckle if need be before you tie on, your making the move so make good safe decisions…👍
This is my favorite train - is it still the hottest on the UP? I used to work near the Glendale Amtrak station and the ZLCBR would always greet me on the way home from work.
now then,,,,what has happened in the railroad industry, is that currently , the 'old' conductors that are finding themselves actually getting out of their seats and making joints, setting out cars, ect, those conductors haven't actually 'made joints' in a bunch of years, They were/conductors, on the caboose's . They had ''head and rear brakemen' who did the 'joints' and set outs. Since the cut off of caboose's , the 'old seniority ' guys, the conductors now have to make those joints and switch moves, which they haven't had to do in perhaps, decades, and it takes 'awhile' to learn, or to re-learn how to give siginals,,,,,,,ah,,, life on the high-rails .
@@manuelmontemayor4824 👍 & 👎 5.9.4 Displaying Headlights Front and Rear When engines are moving, crew members must turn on the headlight to the front and rear, but may dim or extinguish it on the end coupled to cars. "The key word is may here". You always use your light in the direction of travel & dim the light not in the direction of travel. Like I said ROOKIES! "THE APPLE FALLS WAY FAR FROM THE TREE 🌲 🍎😂
@@manuelmontemayor4824 You also sound like a union boss, when's the last time these guys even coupled a train😂 It's like 20 years seniority for stack attack on the Onion Pacific😂
The Central Valley is pretty flat, I think they had enough power to get it to Roseville, unsure if a 4th unit was added before they entered grade territory.
I read some of the comments here before I saw the coupling. I expected to see something incredibly bad. I should have known better. Just normal railroading here with a possible bit of distortion from the long-lense shot. No wonder more and more railroaders do not want railfans around Here they are out on a tough job and being second guessed constantly.
Thanks for your comment my friend, I will politely disagree with you, that coupling was a tad bit hard ,watching that conductor step off the power and grab his back in pain, seems like it was not expected. Also watch the lead locomotive...on the right side of the screen the conductors $h!t goes flying inside the cab LOL
@@timeforbeans I will politely agree that perhaps it was a 'tad bit hard'. That's just railroading. But yeah, it was a hard coupling. By the way....well shot video. I railroad for a living and do not shoot videos but I appreciate those who document what we do well. Nice work
I always wondered the name of that yard... doesn't bnsf also run thru Fresno?....cause I usually only see union pacfic trains.... usually coming over the bridge over Belmont
BNSF or the FNBS as a lot of the remaining guys now call it, does have a yard in Fresno. It’s called CALWA yard which stands for California Wine Assoc.
Why didn't the mechanical department replace the B.O. locomotive with another locomotive? Road crew had four locomotives the consist and recouped moved on with three locomotives...
The 4th unit may only be needed to get the train over certain grades out west. It's possible this train had already gone over those grades or there wasn't any spare power ready to go at this location and the train ended up picking some up further down the road.
Even if there was other locomotives in the yard when many debate over the mechanical department not replace 6699 with another unit after it was set aside as a B.O when complaints it may have blown a traction motor in the lead truck assembly.
Conductors. Most trains thur the Central Valley run Engineer + Conductor, sometimes grain trains will have an additional Brakeman when that have to do lots of work.
![[TH] 2024 PMGC League | Survival Stage วันที่ 1 | PUBG MOBILE Global Championship](http://i.ytimg.com/vi/FVFT-PFwU80/mqdefault.jpg)
Several times I rewatched that ripple go through the engines.
Damn, felt that couple-up in Australia lol
Down Under 😃❤️
Felt that all the way to DC too!
Locomotives have feelings too
💌🏩
@@timeforbeans Hard couplings COUNT! 😵💫
I’m an engineer. A few years ago my back was sore, so I made an appointment with a chiropractor. He asked me if I’d been in a low speed crash. My response was several per day. It blew his mind.
Now I come in for hitches really slowly. It annoys some crews, but it’s for my health. The second point about making hitches, especially light engines is the engineer can see it. In the daylight like this, it’s easy to watch the shadows on the ground, and one can see about how close the hitch is, and adjust the speed accordingly.
Gotta take care of your back my friend.
Brian; I took a second look at the hitch part--Watching the shadows. Good idea. The shadows met just one second; or at most; two seconds later. This time I saw the locomotives jump; as others have said. (Guess that doesn't work too well if the joint is too far ahead of the engine.)
@@Brian-kl1zu The conductor gave the one car signal, so the engineer should have known that he was close to the hitch. That’s where watching the shadow comes in. How long do you have in the seat?
@@brianburns7211 I imagine that was pretty tough for you People should never get in the way when a train is coming But they do any way That s real dumb I hope your back is feeling fine I thought I would tell you I m a rail fan I have been most of my life I m going on 63 Have a good day
My back today at 72 feels it still.
Rough joints. These youngsters need to go easy on couplings
I'd love to work on trains for a week. Tough job but looks like a blast.
Feature that a full week of T&E railroad employment would have you running away screaming.
Wow!! Never seen the engines jump like that when coupling on 🤣 Excellent video!!! 👍🏼👏🏼😁
😆
@@timeforbeans I only ever expected that outta the Norfolk Southern, not UP!
That was a 10 mph hook!! I did that once in 20 + yrs as a conductor/switchman and got a talking too from my hogger for the rest of the trip😂😂
@@Paul070 🤣😂🤣
I’m surprised they didn’t break the coupler.
I’m a retired UP Road Engineer. There was nothing wrong with that coupling. The last hand signal the conductor gave was a stop signal. The last count, just before the stop signal was one car length. Typical railfan exaggeration / misinformation.
it’s fine dude. offer you clarification without the drama
@@fatalberti Where is the drama.
@@billmorris2613 "Typical railfan exaggeration /" would be my guess. There's always someone and today you were he.
@@ThePaulv12 No drama, just a fact.
No impact - just click bait
Hard to tell with the telescopic foreshortening but looked like the Con needs to go back to hand signal school. The equipment is supposed to withstand up to 4 MPH joint, emphasis on supposed to. That's not to say that's the desired goal. You'd get the same bounce at 1 MPH. A train on air can be like a brick wall.
Our limit is 4mph buffing to a joint. Generally done at 2mph. (But we have Dellner couplers and they require a solid hit to center and Latch.)
3 miles an hour is a coupling, 4 miles an hour is a collision 😁
@@ARMORSCREWS 🤣
Multiple things the conductor didn’t do right.... Which caused that crap move. #1 His hand sign car counts were off. He gave a 1 car hand sign to stop hand sign as he literally made the joint. Which is ridiculous for his own safety number one. It's daylight so easy to gage. Lastly, he should have stepped off the locomotive onto the ballast before making the joint. Because it's the rule, and dangerous to make a joint riding a shove. The engineer was not out of control on this. The conductor controls the distance on shoving. An even if he felt his engineer was out of control. He should have bailed. Standard stuff.
I totally agree! Lousy car count, didn't step off the engine.
Is that a U.P. rule? I'm a conductor for N.S. and we are allowed to ride the engine to couple. The biggest thing that's stands out to me is lack of radio. Aside from CT school I've never used hand signals.
@theellisoncountrylife3015 We as in BNSF guy's. (Some), avoid using radio at all costs. A lot of us do because it is used against you in operation testing and investigations. Simple way to put it. Gets you in trouble easier. Plus too much radio chatter most of the time on our lines. Now, obviously we still have to a lot of times. As for the on while riding a joint. It may just be a BNSF thing. They have changed our riding to outside of the cab to only on bottom step. But still not to a joint.
@@joec6804 That makes sense, where im at, we are pretty much left alone as far as communications.
At CSX we had to dismount before a connection
anytime any coupling is made on any rail equipment,,,,,you ALWAYS do a 'stretch ' the joint to be sure the coupling made and is secure.
Very True. 👍
When I retired 15y ago the rules stated you stopped before making the joint step to the ground and then made the joint
if you think that was slamming, you've never been on the back end of 200 cars when the slack runs in. we used hand signals day and night in the yard.
They hit so hard, the locomotives bounced a bit.
Yep watch the windows of the lead locomotive, the conductors bags go flying around lol
@@timeforbeans Lmfao 😂 I didn't see that at first
that would shake your fillings!
Yeah 😮
One and a quarter million pounds for 3 locomotives
The brakes and traction motors are finally free from dust and rust again after that impact! 😅
LOL😆
First time I saw a hard impact like that, from two engines coupling to a heavy load....good thing non jumped-off the tracks.
Kaboom!
Great catch of the broken down Z
TY! Yea it was a last minute catch, but I was happy I got it.
I spilled my coffee just watching it
🤣😂😂🤣
@@timeforbeans Award didn't hold up for the McDonald's patron and her thighs - hope yours didn't get scalded! 😝
Now anything over five MPH., that's an impact!..
your passion for your topics shines through in every video!
@@Melynaberde Thanks 😃
The sound it made when the locos slammed into the stock was funny
@@Stev417 🤣😅🤣
In the uk you have to come to a Stop before the train then couple up.
In the UK you don’t have automatic couplers.
@ethanlamoureux5306
That's not completely true.
We have German BSI, knuckle, Tightlock, buckeye, Dellner, Scharfenberg. On the London Underground system they use Wedgelock couplings. For passenger trains in all but a few cases it also automatically connects the air brakes and multiple unit controls.
On our trains with link couplings, freight usually, the vehicle have sprung buffers which absorb any minor shunting or coupling impact. What you also fail to consider is that crews in the US still have to get between the cars or locomotives to connect the air brakes, any air supply for operating hopper doors and connecting the power and control jumpers between locomotives or driving passenger cars on push-pull operations. Our rail staff wait until the buffers touch before getting between the stock and making the coupling and connecting the brakes. So no less safe than US crews getting between stock to connect the brakes. What was dangerous in the US and led to the knuckle being standard was the previous link and pin. That was just a single centre buffer with a link pin/bar which required train crew to hold the pin up during coupling and meant they were standing between the vehicles with one in motion. Hand injuries were quite common.
@@neilcrawford8303 I wasn‘t trying to get on anybody’s nerves, I was just stating the obvious. I wasn’t considering passenger trains since the whole subject here has been freight trains, and I have never seen UK freight trains with anything but link and buffer coupling, which are definitely not automatic couplers. If you are aware of any freight operations in the UK that use any kind of automatic couplers, let me know because I’ve never heard of them.
@ethanlamoureux5306
Hi.
Many aggregate, steel, iron ore, and coal trains use the same knuckle couplings as in the US. In many cases the end freight cars in a formation have a knuckle one end and link and buffers the other. The DB Cargo fleet of class 66 locomotives (built by EMD in London Ontario) have both link couplings and a swing out knuckle couplings, as do the class 67s, so they can couple directly using knuckle couplings. We don't switch trains much in the UK now. Trains are single commodity, such as aggregates (big business here), intermodal, auto (cars and vans, both import and export). We don't have mixed traffic or manifest type trains here anymore. That goes by road haulage.
As a former locomotive RCO remote control operator for a steel mill i never seen engines jump on a coupling like that before.... probably cause we would've been canned for connecting that hard...!!!
@@JackItbox-qg3my 😎
Years ago while on an Amtrak train, we stopped on a curve I believe was outside of Harrisburg Pa. I was looking out the window towards the back of the train and I saw an intermodal train coming our way without a locomotive on the end. I assumed it was on the track next to us. It wasn’t! They coupled into us so hard, that if I had been standing, I would have been thrown to the floor. And I was in the sixth car from the end. Our conductor should have given us a heads up about what was going to happen!
That's interesting, thanks for sharing, glad no one was injured.
Why would an intermodal train be coupling on to your Amtrak train?
@@paulne1514 This sounds more like some type of accident. Amtrak is not suppose to move freight. Maybe Amtrak was broke down and was getting some assistance.
those GE's must have lightweight frames!!!
Looks more like the brakes locked up on the 6699 more than a blown traction motor. I had brakes locked up on an engine today and had to stop and cut it out so the brakes would release but was smoking for a while afterwards
Watch the coupling at 1/4 speed. You can see the shock waves go through the underframes of each of the locos.
😆😆😆
Yikes! Somebody's having a bad day. 😂 This was excellent brother! 👍👍
Glad you enjoyed it 😁👍
Looks like a hot axel bearing.
Boy thats good way of damaging these couplers, ect, if you look closely, something even moves/falls inside the right side of the cab, when impact occurs.😮😱, All the engines shook too, wow.
Yea I think what fell in the cab was the conductors stuff on his side 😂
. *"DAMN ❗️!❗️!❗️!❗️
. 3:36 🤦🏼
I've never seen locomotives Jump up into the air like this event 😮
saw something similar happen in cumberland yard while a train was working. slammed the mid DP engine right into a coil car
That was a rather hard coupling. I’ve never seen points jump like that.
Great action out there!
Thank you my friend. 😄
I don’t think they needed to worry about stretchin em, they were well and truly hitched, that was a hit and a half. I even heard the locomotives go: ow!
That conductor welded those knuckles together LOL
By rule a stretch must be completed, hard hits don't mean the pin falls everytime
@@HighBall-wt8jp Twas sarcasm
Probably going to go 5-10 miles and have a broken knuckle on the engine or first car... What a piss poor coupling.
@@RibbonRailProfuctions Just because it was a solid coupling does not mean the pin fell completely and the coupling was made. There is a better chance it made than if it was a soft coupling.
Kaboom!!💥 and stretch … lol. Awesome capture!. That Z was already super late today, amazing coverage!. 🚂🤟
I was lucky I caught it 😁
A little higher coupling speed than I have seen during my 51+ years of railroading. Engineer didn't have his consist under control.
From Fresno south all the way to Bakersfield there was a lot of track that was taken out. All the way through Exeter, Lindsay Strathmore porterville. 2 track lines taken out. The only line going is on high way 99
The line thru Visalia to Exeter and Lindsay is now a part of the San Joaquin valley railroad. You are correct tho in that from south of Porterville the line is long gone past Richgrove. There is a short spur from Famoso north a few miles.
6699 had its P5 horn swapped out for a K3HL😯
lol. nice catch.
Great video, well done!
Thanks 😁
Our Locomotive road failure rate is double what it was in 2018 before PSR.
They never take time to properly service the units, constantly keeping them in service till something fails.
When I get on power I look them over pretty well. On my run, I’m the second engineer on the power since it came out of the shop. On a few occasions, I’ve found non complying issues. This doesn’t deter me from bad ordering the power. One time a unit with the same condition kept getting sent out without repair. A call was made to the FRA. I kept the carbon copy of the bad order tag, just in case they tried to retaliate.
Great videos ! 👍
@@irelandbloke glad you enjoyed it
Must be a new guy 😅
@@csx4402 🤣😄🤣
4:00
Conductor: Uh-oh. OOF!!! 😵😵💫
Well done. I like the low level camera shots.
@jimratliff2753 glad you enjoyed it 😃
The telephoto lens makes the coupling look more violent than it actually was. Still, you can really see what an immovable object is a full-length freight train.
Wow 😱😱
Conductor did not give a flying fuck about his train!🤣🙃
😆😆🤣
That's one of UP priority hot trains.
That sucks
And what makes you say that?
@@HighBall-wt8jp I’m just joking. The way he smashed into the train.
@@donstarr7261 “We’re the Union Pacific and we’ve got the right of way”
Great catch well done
That wasn't even remarkable! Good hook registers on the Richter Scale!!!😂
I like the conductor asking for the 'pull-apart'!!!!!!!!
😃
@@pauloconnor2980 It’s a stretch the make sure the pin dropped and the coupling was made.
@@billmorris2613 pins dropped all the way to Roseville!!
If you watch the conductors side window you can see his bag go flying 😂
I noticed that too 😂🤣
Something bounced up on the conductors desk, but it was not his bag / grip. And it did not go flying.
Nice hit . Great catch 👍🏻😎
If conductors want to prove that they're necessary and add value and safety*, this is not the way to go about it. Is that guy serious with those "hand signals"?
*I believe they do
Think he needs to work on his car counts.
The locomotive was found resting on blocks, completely stripped, off of Mckenzie
Those where not SCL hand signals that's why the coupling was so rough. He needs hand signal school. I could teach it👍
They dont teach new hires hand signals, only old heads know them.
It's becoming a lost art@@timeforbeans
As a retired Engineer I don’t see any thing wrong with those hand signals. I understood them very well. He gave a 3 car count, then a two car count, then a one car count, then he raised his arm meaning the coupling is close and easy up then the stop signal. I have worked with conductors that were very bad at giving hand signals.
I have a brother that has worked as a conductor for UP for around 20 years, and has worked the Fresno Subdivision many times. I bet he would "read the riot act" if that engineer pulled that on him.
he wouldn't. this is normal railroading
damn, those locos are gonna suffer from frame aches for at least a week
"This is the greatest plllllaaaaaaaaaaaaaannnnnn"
- Charles
We saw that with only three units passing Redding thought they were missing a unit
On the CSX we always had to dismount before making a tie. But I wouldn't think you'd need a rule for that, I wouldn't want to be hanging on the side of any rolling stock when it makes a tie. That's a good way to pull your arm out of its socket or blow your shoulder up, not to mention getting thrown off or crushed. Plus they tied way too fast.
Thanks for your CSX perspective I love hearing from railroaders on these topics
@@timeforbeans You're welcome! You got a highball.
LOL I can see the look on that chiropractor's face right now three times a day.
@@tbo2341 LOL
U gotta be crazy that near to cars. Those brake blocks can work loose and be fatal.
I counted 3 locomotives and 62 wagons.
It’s not glass….. it’s railroading
Looks like the engineer got distracted and did not see their hand signals to stop. I wouldent be surprised if a coupler was broken off from that impact!
That wasn't too hard, still a legal coupling speed
I also agree and shocked that The Engineer hardly reacted after causing the train to jolt a little bit after coupling up to those well cars
@@alvit123 maybe because he's a railroader and that really wasn't too hard of a joint, also being light engine the chance of feeling any joint is higher
Could be anything from inexperience ,bad engine brakes or to hurry to leave after losing unpaid time in an intermediate terminal to set off the loco.
Where we met at the shell truck stop
Awesome vid🔥🔥💯👊🏽
@chadhampton2176 glad you enjoyed it 😃
Big deal. I have like 25 compositions like that in my private railroad in my back garden. I'm actually the owner of Utah. My house is actually all of Utah.
Congrats on owning UTAH, I hope you get the mental help you need.
@@timeforbeans at least, he didnt say Nebraska...
i can hear the rail fans laugh after lol
🤭😆
4:19 What happens every time a heavy train goes by the camera lol
shake shake shake 😆
Nice video excellent my friends
Hello, glad you enjoyed it 😃
Great video and greater channel name! 😂
Thanks. I thought it was catchy 😁
A safety stop should have been done an engine length from the hitch but could have been a little easier but that was definitely not a “ slam” … you use the radio up to the one engine length where you stop allowing a safe dismount and now the conductor can move out away from the equipment so as to allow his engineer better visibility … I’ve cooked a few traction motors in my forty years as a class 1 engineer, good day …
Each railroad is different. You can ride to a join at up. I personally would’ve just gotten off before it made the joint
@yankeesforlife24 at CSX we had to dismount before making a connection
@@jimmycannon8057 Yes, thats a good rule especially when it’s raining that way you can open a knuckle if need be before you tie on, your making the move so make good safe decisions…👍
haha the chuckle
🤣😂
This is my favorite train - is it still the hottest on the UP? I used to work near the Glendale Amtrak station and the ZLCBR would always greet me on the way home from work.
Makes you wonder how bad full speed head ons with other trains must feel and sound like.
KABOOM
Looks like a hand brake on that engine
The handbrake chain only goes to the rear truck on that unit. Locomotive handbrakes generally only apply to one truck, sometimes only one axle.
4:12 Did the rear loco really jump a bit just then?? 😂
@@FeckHallBahn like a frog 🤣
That light kiss was an "impact"??
Nice video
Thank You, Glad you enjoyed it.
That slam was personal, ngl 😭
😆😆
I've seen a meme of an angry conductor "Fixin to give that engineer a long car to a short joint" 😅
@@matthewerwood7918 😂🤣😂
Why would you lie?
No it wasn't
Think Im going to lose this front tooth.....
now then,,,,what has happened in the railroad industry, is that currently , the 'old' conductors that are finding themselves actually getting out of their seats and making joints, setting out cars, ect, those conductors haven't actually 'made joints' in a bunch of years, They were/conductors, on the caboose's . They had ''head and rear brakemen' who did the 'joints' and set outs. Since the cut off of caboose's , the 'old seniority ' guys, the conductors now have to make those joints and switch moves, which they haven't had to do in perhaps, decades, and it takes 'awhile' to learn, or to re-learn how to give siginals,,,,,,,ah,,, life on the high-rails .
Look how they make reverse moves with the front headlights on.
Rookies😂😂😂🎉
Helps them see better during the daytime LOL
gotta have a headlight on at each end of the motor set its per rule
if the motors are with no cars as shown in the video
@@manuelmontemayor4824 👍 & 👎
5.9.4 Displaying Headlights Front and Rear
When engines are moving, crew members must turn on the headlight to the front and rear, but may dim or extinguish it on the end coupled to cars.
"The key word is may here".
You always use your light in the direction of travel & dim the light not in the direction of travel.
Like I said ROOKIES!
"THE APPLE FALLS WAY FAR FROM THE TREE 🌲 🍎😂
@@manuelmontemayor4824 You also sound like a union boss, when's the last time these guys even coupled a train😂
It's like 20 years seniority for stack attack on the Onion Pacific😂
@ 4:00
I like how the front engine's wiener started wiggling as it impacted.
They had 4 locomotives then left with three. Weren't they under reduced power after the dump of the BO locomotive?
The Central Valley is pretty flat, I think they had enough power to get it to Roseville, unsure if a 4th unit was added before they entered grade territory.
I read some of the comments here before I saw the coupling. I expected to see something incredibly bad. I should have known better. Just normal railroading here with a possible bit of distortion from the long-lense shot. No wonder more and more railroaders do not want railfans around Here they are out on a tough job and being second guessed constantly.
Thanks for your comment my friend, I will politely disagree with you, that coupling was a tad bit hard ,watching that conductor step off the power and grab his back in pain, seems like it was not expected. Also watch the lead locomotive...on the right side of the screen the conductors $h!t goes flying inside the cab LOL
@@timeforbeans I will politely agree that perhaps it was a 'tad bit hard'. That's just railroading. But yeah, it was a hard coupling. By the way....well shot video. I railroad for a living and do not shoot videos but I appreciate those who document what we do well. Nice work
Well said brother.
I always wondered the name of that yard... doesn't bnsf also run thru Fresno?....cause I usually only see union pacfic trains.... usually coming over the bridge over Belmont
BNSF or the FNBS as a lot of the remaining guys now call it, does have a yard in Fresno. It’s called CALWA yard which stands for California Wine Assoc.
@@davidgard8992 ah good to know
I think that qualified as a collision.
not really I think
Why didn't the mechanical department replace the B.O. locomotive with another locomotive? Road crew had four locomotives the consist and recouped moved on with three locomotives...
The 4th unit may only be needed to get the train over certain grades out west. It's possible this train had already gone over those grades or there wasn't any spare power ready to go at this location and the train ended up picking some up further down the road.
Even if there was other locomotives in the yard when many debate over the mechanical department not replace 6699 with another unit after it was set aside as a B.O when complaints it may have blown a traction motor in the lead truck assembly.
That’ll buff out 🤣
Was this yesterday? I saw a crazy amount of smoke from where I work.
It was filmed a few months ago.
Film along Golden State boulevard?
@ivangeo3319 I do as often as I can soon it will be torn out for high speed rail
❤❤❤
@@surimenon7660 😎
Just knocking the dust off the nuclear. Are they conductors or shunters?
Conductors. Most trains thur the Central Valley run Engineer + Conductor, sometimes grain trains will have an additional Brakeman when that have to do lots of work.
Man I don't get why the "Conductor" is flapping his arms around, don't they have radios in the US for shunting..?
He was giving "hand signals" to the Engineer. light engine a good conductor or switchman uses hand signals.
ممتاذ جدا ٤ جرارات متهالكين❤
Not to bad from what I hear
that slam was extremely harsh . i bet something broke or got bent in the process which will become a problem wsomewhere down the line
@@Madhuntr KABOOM! 😄
my bet is a electrical connection came loose in each of those 3 locomotives.