Running Electrics With Both Pantographs Up

ExCon90 wrote:

AmTransit wrote:PennsyJohn is correct, the Penn designated Motormen for MU's/Electrics and Engineer's for everything else. As a matter of fact at one time Penn "Motormen" wore a white jacket and white hats with a black visor to indicate how much cleaner electrics were.

A minor nitpick, but the PRR used the term "engineman" rather than engineer, but no surprise there -- the Standard Railroad of the World rarely used the same term that "non-Standard" railroads used.

That makes sense. The OED says under motor:

"3. a. An apparatus for employing the energy of some natural agent or force for the impulsion of machinery; a machine that supplies the motive power for the propulsion of a vehicle or vessel. In recent use also in a narrower sense excluding steam engines."

The "in recent use" since at least 1892, based on the etymological quotes.

Under engine it states:

"7. a. A machine, more or less complicated, consisting of several parts, working together to produce a given physical effect.
   As in recent use the word has come to be applied esp. to the steam-engine (q.v.) and analogous machines (see 8, 9), the wider sense expressed in the above definition has become almost obsolete, surviving chiefly in the compounds beer-engine, calculating-engine, fire-engine, garden-engine, water-engine (q.v. under their initial elements)."

Penn used the prevailing technical words at the time, motor for electric and engine for steam (and assuming later diesel).

ExCon90 wrote:A minor nitpick, but the PRR used the term "engineman" rather than engineer, but no surprise there -- the Standard Railroad of the World rarely used the same term that "non-Standard" railroads used.

Yes thanks ExCon90, I forgot about the Penn referring to them as Enginemen. By the way, we still refer to our electric locomotives as "Motors" at NJ Transit and Amtrak does the same.

If a double pantograph order is issued,usually via Form D, all pans on a motor can be raised but the pantographs must be isolated electrically from each other so as not to carry voltage through dead sections and phase gaps. Electric locomotives coupled in multiple may only have the lead motor with both pans up. All trailing units, in the consist, must only have one pan raised. If really severe sleet induced icing occurs trains will be instructed to operate below30 mph.

There is also a Sleet Instruction section in NJT's Electrical Operation manual. For example: when a pantograph lowers due to sleet load weighing it down, an attempt must be made to raise and lower it several times to break up the sleet formation. Another instruction states that electric trains/motors left unattended in yards must have pantographs lowered to prevent arcing, caused by the sleet accumulation pulling the pan down, and creating an arcing situation that could burn through the trolley wire. The railroad at the instigation of the NJT Power Director may order out a Patrol train consisting of two electric motors or five or more MU cars that will be assigned to remove sleet from trolley wires. However it states that if heavy arcing is encountered the lead motor or MU car will have the propulsion mode isolated and let the rest of the consist push it along. There is a good deal more but as one can see its quite thorough.

The wildest arcing I ever saw was late evening going up the M & E between Summit and Dover. Late at night and on weekends, when very few electric trains are out and about on the main, the normal 25K overhead catenary voltage will sneak up to 29-30,000 volts A.C. There is a meter on the desk top control stand that indicates catenary voltage. The area was in the grip of a hellacious ice storm and the trolley wire was as thick as a rope. It was impossible to get over 25 mph without a god awful crackling and frightening arc that lit up the entire area. That 30,000 volts AC meant business and gave one a real respect for that fiendish amount of electric power sitting 10 feet over my head.

Zeke wrote:If a double pantograph order is issued,usually via Form D, all pans on a motor can be raised but the pantographs must be isolated electrically from each other so as not to carry voltage through dead sections and phase gaps. Electric locomotives coupled in multiple may only have the lead motor with both pans up. All trailing units, in the consist, must only have one pan raised. If really severe sleet induced icing occurs trains will be instructed to operate below30 mph.

There is also a Sleet Instruction section in NJT's Electrical Operation manual. For example: when a pantograph lowers due to sleet load weighing it down, an attempt must be made to raise and lower it several times to break up the sleet formation. Another instruction states that electric trains/motors left unattended in yards must have pantographs lowered to prevent arcing, caused by the sleet accumulation pulling the pan down, and creating an arcing situation that could burn through the trolley wire. The railroad at the instigation of the NJT Power Director may order out a Patrol train consisting of two electric motors or five or more MU cars that will be assigned to remove sleet from trolley wires. However it states that if heavy arcing is encountered the lead motor or MU car will have the propulsion mode isolated and let the rest of the consist push it along. There is a good deal more but as one can see its quite thorough.

The wildest arcing I ever saw was late evening going up the M & E between Summit and Dover. Late at night and on weekends, when very few electric trains are out and about on the main, the normal 25K overhead catenary voltage will sneak up to 29-30,000 volts A.C. There is a meter on the desk top control stand that indicates catenary voltage. The area was in the grip of a hellacious ice storm and the trolley wire was as thick as a rope. It was impossible to get over 25 mph without a god awful crackling and frightening arc that lit up the entire area. That 30,000 volts AC meant business and gave one a real respect for that fiendish amount of electric power sitting 10 feet over my head.

If you notice, the last panto seems to be running on cleared wire in the first clip.

http://www.youtube.com/watch?v=WZ1fMfalQgM" onclick="window.open(this.href);return false;

For fun:
http://www.youtube.com/watch?v=szA3rsdvqv4" onclick="window.open(this.href);return false;
http://www.youtube.com/watch?v=slyRo5lMCPw" onclick="window.open(this.href);return false;

Traction contact wire fell onto roof of passenger equipment:
http://www.youtube.com/watch?v=FivDcIHfguU" onclick="window.open(this.href);return false;

As my electricity & electronics prof said: It's all about the amps.

25Hz wrote:As my electricity & electronics prof said: It's all about the amps.

You sure he wasn't quoting Billy Crystal? That's his line in Running Scared, the hilarious 80's buddy cop movie that stages a car chase on the Chicago L.