Jim, your reply made me chuckle. I would think that there are a lot of variables in this and to have spelt them out in a PC way to cover every eventuality when only offering a couple of suggestions was pointless. For clarity maybe I should've.
I doubt very much that the new track would be laid "less than steller" as you put it. I am in no doubt that the track would be at least a couple of raillengths longer than the maximum length of train to be accomodated and I'm absolutely positive both C&TS management and operating crews could handle the situation.
In my experience, my first Depot, the yard had a backshunt of 1:175, this meant the 35ton shuntloco could pull more up it than it could stop with independant brake pushing back in. One soon learned it's all about control and caution. In the second the Southend of the yard had a short backshunt on a slight downgrade, we constantly shuffled strings of wagons with a 45 ton shuntloco pulling back using only the independant brake. Every now and then someone ended up in the ****pile at the end of track, I'm not saying that won't happen but if you measured the number of incidents vs the number of movements per day and compare that with once a day for 6 months like at Chama, infinitesimal! Remember that they would be pushing in with air cut through the whole train, a luxury we never had in yardwork due to the nuisance of putting the air through.
To even suggest it, is denigrating the Enginedrivers ability on the C&TS. So far countless trains of wooden cars have been handled down the 4% with no mishaps.
This isn't some random siding in the middle of nowhere shunted once in a blue moon by a crew who hardly ever operated over the line type situation as you have related. We operated 24/7, Enginedrivers would be laughed out of the cab if they couldn't back blind, operating in the dark is just the same, no backlight is going to help you see, more likely just dazzel you reflecting off the rake you're pushing.
However the turning situation would be changed to head down the wye stem loco first then back up, they must already have someone to protect the Highway crossing under todays existing operation so there would be no difference that way and then the back up movement would be towards Durango on the Old Mainline. This way the Enginedriver will be facing the end of track. However after pointing that out I will bet that John Bush has already figured this out.
Just have a look at the Roaring Camp & Big Trees operation. While not turning a train on a downgrade wye track type of comparison but they do operate fixed length trains downgrade and 8.5% at that, backward into a very short(but level) tailtrack. I've ridden it 5 times now and the crews there pull it off the same everytime.
Air Professionals, that's what seperates the boys from the men.
And without blowing off, I relate this from the perspective of 3'6" gauge Enginedriver, mostly 1000 ton on rollercoaster profile ruling grades no less than 1:80, usually 1:50 and 1:40, steepest 1:35 grade, heaviest ever run train 2300 tons/149 crossing total. Worstcase, down the 1:35 in light rain ie greasy conditions, sharp curves of 25mph, 1429 tons, inoperative dynamics so releasing speed by the book at 6mph. Very little time to recharge before reaching 25 again. Some sweat involved but very wide awake at 3:30am.
I take my hat off to any Enginedriver who runs steeper than 3% with tonnage.
Chris
in New Zealand
