GP35 Cab Tour & Startup (25 Subscriber Special)

[@Ethan_the_Railfan]

I’m not one of those people who were complaining, BUT I STILL LOVE THE FACT THAT YOU BLEW THE HORN!!!!

[@CDROM-lq9iz]

Lol thanks. Glad you enjoyed

[@wizrox]

Randomly stumbled on your video, and its great! I'm a fan of these diesel beasts u got there across the ocean. And more so when I feel someone who cares and knows every nut and bolt explains everything so nicely. Unfortunatelly, we are phasing diesel locos out so quickly here that I can enjoy such amazing machines live only on special occasions, so thanks. And keep up filming - I subscribed :))

[@CDROM-lq9iz]

Thank you!

[@TheTonystearns]

Thanks for the look inside the highhood . All the stuff I work on are now low hood’s now .

[@CDROM-lq9iz]

I figured people would want to see it.

[@nigelcraig9641]

now this is my favorite kinda content

[@CDROM-lq9iz]

Thank you!

[@seymoarsalvage]

Great in-depth video! Us railfans appreciate you, just don't get in trouble! lol

[@CDROM-lq9iz]

Thanks for watching! I think if I'd have gotten in trouble it would have happened by now but maybe not lol.

[@lonesomeknoteye]

Awesome stuff dude, Fired her up just for the fun of it!!!! I'm sure the railfans will get your count up to 15k as soon as they see your content.✌️💚

[@CDROM-lq9iz]

Thanks lol. That locomotive was actually called to leave in less than an hour so I wasn't going to hurt anything by starting it.

[@Trains-With-Shane]

Always love hearing an old EMD turbo 2-stroker power up. I can feel that low frequency thump in my soul. Growing up near an old MKT main line those beasts would sing me to sleep late at night.

[@CDROM-lq9iz]

It's a sound unlike any other to be sure!

[@Howard-ix2dc]

Ice Cream Box - no idea what that is . In UK heritage units tend to have 50 large 2.2v batteries to give 110v for the loco starting, control ,cab heating & lighting oh and air compressor. some have air powered contactors (>40PSI needed other wise the contactors can 'bounce' and arc badly) to use the gen as a starter motor, others electrical contactors.

[@CDROM-lq9iz]

On old EMDs the "ice cream box" is the slang term for the "Lube oil strainer housing." From what I've heard, it stems from 1950s(ish) ice cream tubs that would be mounted on a bicycle and used to sell ice cream. Doesn't really exist any more, but the slang term stuck and is still in common use today. Based on your description, I assume those are single cell batteries? And I'd also assume they aren't lead acid? And the air for the starting contactors makes sense to reduce current draw or the risk of a contactor dropping out but I'm sure a leak in that air reservoir is a pain. These older locomotives with true generators for the main can use the generator as a motor, but most newer EMDs use starter motors. (In my SD40 video and a short I showed the starter working) GEs have an APU with its own alternator on it that is used to power the low voltage stuff in the locomotive and during starting sends 3-phase power to the companion alternator to use it as a motor to crank the engine. It's a neat system but not one I'm really that familiar with.

[@brianburns7211]

To me it looks like the Ice cream freezer at an ice cream parlor with the separate lids over the compartment for each flavor.

[@Henry5623]

Did the 567D3A get 645 power assemblies like most 567‘s? Or is it still “as is?” If so, it’s one of a nearly extinct pool of ‘true’ 567’s still in freight revenue service. I’m an engineer for UP. Have been for 24 years this fall, because I apparently enjoy pain... We still had some 567 based units (albeit, with 645 power assemblies) running around when I hired on. Mostly ex SP units. They felt like time capsules. I miss them. Management sure as hell doesn’t though. At this point, any 567 based motive power has been off the roster for 15+ years. Even our E-units are basically E38-2’s with a single 645 in them out of scrapped GP38-2’s. Our "snails" that power the rotaries got rebuilt a few years ago, axing the 567's with 38-2 prime movers, and the rotaries themselves have D77 traction motors powering them these days as opposed to the D27C's from F7's. Can’t say I blame them though. 567 parts are about as rare as a friendly trainmaster these days.

[@CDROM-lq9iz]

I'm fairly certain we don't have any "true" 567s out running around. I think we have quite a few 567 blocks still in some of our GP35s, but I think most (if not all) of them have 645 PAs and they just run 567 injectors. It's pretty much done for the same reason you said, 567 parts are hard as hell to find anymore. That being said, I think we did (somehow) manage to find a 567D3A block for one of our GP35s waiting on a prime mover.

[@brianburns7211]

I see the excitation controller. I wonder if the controller also runs the transition events. GP30 and especially 35 had many steps of transition because the D32 MG was at about its limit at the power ratings over the speed range. The next step was the AR10 traction alternator. Back in the 1970s there were PLCs designed to overcome the relays for transition by running it electronically.

[@CDROM-lq9iz]

Good question. Yes the excitation system control system is also in charge of transition control.

[@jeffstrains]

Nice video, very well put together

[@CDROM-lq9iz]

Thank you! It took me way too long for the actual amount of effort put in lol.

[@soylentgreen8536]

Brings back memories... have not started one since 2006...

[@CDROM-lq9iz]

Been out long enough for the nostalgia to set in? Lol

[@soylentgreen8536]

@@CDROM-lq9iz I'm a former 88U...moved alot of gp 10's and 40's for the Army, some bigger stuff with BNSF in Texas back when I was a soldier. Been retired from NYCTA for 5 years now... would love to run on some little nostalgic line..

[@CDROM-lq9iz]

@@soylentgreen8536 Ahh gotcha. Thanks for your service! You've done a lot of moving these it seems.

[@newjerseybill3521]

wild collection of technology, modern day electronics / 100 + year old contactor technology.

[@CDROM-lq9iz]

You made me curious so I googled when the DC electric motor was invented... The answer was 1832... Didn't think they were quite that old.

[@DJResR420]

Pretty old school 30+ year old looking controller, the device with white numeric display in the cab is modern._

[@maynardreed4036]

Very interesting video

[@CDROM-lq9iz]

Thanks!

[@splatten8597]

Keep the videos coming!

[@CDROM-lq9iz]

Lol I was gonna do something for 250, but now it looks like I'm going to hit 500 before I even finish the video for 100! I can't keep up lol.

[@splatten8597]

@@CDROM-lq9iz You’re doing a great job! Thank you.

[@CDROM-lq9iz]

I suppose fast channel growth isn't a bad thing lol

[@amessman]

When in dynamic braking, the throttle notching controls the amount of resistance right? I imagine via different taps in the resistor? It does not make the prime mover rev either, right?

[@CDROM-lq9iz]

@@amessman kind of... Dynamic Braking is a complicated subject. On locomotives like the one in the video, the same handle is used for the throttle and dynamic braking controls. Newer control stands have a separate handle for the dynamic brakes (and then desktop controls go back the other way to having one handle but that's a different beast). When you're in dynamic braking the detents for the throttle notches are gone. Minor details but on to your question. There's different styles of dynamic brake control (because nothing is simple) but with the most basic type, the dynamic brake handle controls the amount of field current sent to the traction motors. More field current means more retarding force and also more grid current. A separate circuit limits grid current to 700 amps (depending on the locomotive) to protect the grids. The resistance of the grids is fixed (unless the locomotive has extended range dynamic brakes.) Some locomotives are equipped with a grid current control circuit that limits the current in the grids based on the position of the dynamic brake handle. So the grid current (i.e. braking horsepower) is limited rather than retarding force. You're statement about the throttle not revving the engine is mostly true. During dynamic braking, most locomotives have a circuit that causes the engine to rev to (I think) notch 4 in order to supply more cooling air to the traction motors. It isn't directly controlled by the throttle, but it is kind of indirectly controlled by it. That was probably way more information than you wanted, but hopefully it answered your questions. Thanks for watching!

[@chuckh.2227]

Very interesting! Thank you!

[@CDROM-lq9iz]

Thank you for watching!

[@noahkleugh9323]

Thanks for the tour.

[@CDROM-lq9iz]

And thank you for commenting

[@noahkleugh9323]

@@CDROM-lq9iz Our family has had friends in the railroad industry for generations.

[@CDROM-lq9iz]

​@@noahkleugh9323That's cool! I got in by asking if anybody I knew was aware of any railroads hiring locomotive techs lol

[@Asteroid--07]

The decision I now took is that I need to subscribe this channel at all costs 😭🔥

[@CDROM-lq9iz]

Lol thanks!

[@NicoDaycon]

Interesting to see the 8888 incident visualized. Since 8888 was a -2, I would have expect it to have a newer stand with separated throttle and dynamic levers. Did some -2s have the older stand?

[@CDROM-lq9iz]

Yes, we actually have a few Dash-2s running around with power selector control stands. Apparently it was an option and, while I don't know why, based on stuff I've learned recently, I'd imagine it has to do with the older stands being able to MU with locomotives set up for manual transition control. And to confuse things further, we have some non Dash-2 units running around with the newer controllers.

[@NicoDaycon]

@@CDROM-lq9iz Very interesting! Found a report that said shortly after the runaway, 8888 quickly received a newer control stand.

[@CDROM-lq9iz]

@@NicoDaycon can't say I'm surprised by that lol. That said, there's still plenty of the old ones running around without issue.

[@brianburns7211]

@@CDROM-lq9izIn 1957, GM switched from the old barrel style control stand, to one which looks like an old fashioned cash register. These had the first of the EMD controller panels. They had a reverser, throttle, and selector. On those, the selector would ratchet forward and backwards between D/B, off, 1,2,3,4. The 1-4 was to control transition on a trailing unit with manual transition. Later on the selector slid forward for power, and back for brake. My company has a fleet of ex LV GP38-2 from 1972, and they had the selector and old bakelite throttle handle. Back when our parent company had a huge SD40-2 fleet, some of the earlier had the selector. I read about a wreck out west when the engineer thought that he was in db, but was actually in power. The train got away from him. A result was a new style controller with a separate db handle.

[@CDROM-lq9iz]

@@brianburns7211 We have one or two of the old manual transition control stands still running around. They don't do anything on any of ours because ours have automatic transition, but I can think of at least one. I'm not surprised that those control stands all looking similar, but not functioning exactly the same caused an accident at some point. That said, I can also imagine someone thinking "why didn't you look at the ammeter?!"

[@PowerTrain611]

I don't think I've ever seen a locomotive that's been upgraded to dash 3 electronics but retains the old selector lever. Very wacky!

[@CDROM-lq9iz]

I'm pretty sure all of our Dash-3s have selectors. None of them have the Dash-2 switchgear

[@PowerTrain611]

@@CDROM-lq9iz Skipped over dash 2, went straight to 3!

[@CDROM-lq9iz]

@@PowerTrain611 Well, Dash-3 is a kinda nebulous term but where I work it means that the locomotive in question has microprocessor controls.

[@rearspeaker6364]

@@CDROM-lq9iz correct.

[@rearspeaker6364]

@@PowerTrain611 very expesive to put dash2 controls in a non dash2 unit, much easier (and cheaper) to put dash3 controls in. can't tell if it das self-diagnostics for troubleshooting a locomotive malfunction...

[@ohiorailfan124]

Love to WLE! There Akron sub runs through my town and I might work for them one day. Great work and it’s pretty interesting to see everything on a gp35.

[@CDROM-lq9iz]

Thanks for watching! What department would you want to go into out of curiosity?

[@ohiorailfan124]

@@CDROM-lq9iz idk but there a great class 2 with good power!

[@CDROM-lq9iz]

@@ohiorailfan124 I've heard The Wheeling is one of the last railroads running all EMDs

[@Mighty_Goos]

Did you blur the numbers for company reasons or just to be safe?

[@CDROM-lq9iz]

Just to be safe. Not that it matters an insane amount, someone with a eye for detail could figure what locomotive it is pretty easily. Just trying to give them as few reasons as possible to hang me lol.

[@Mighty_Goos]

@@CDROM-lq9iz i could see what you're saying. thanks for actually giving a quick response! P.S, once railfans begin to notice your channel it will boom and i hope it happens soon, and have a good night.

[@CDROM-lq9iz]

@@Mighty_Goos I'm pretty sure they already make up a decent chunk of my audience lol. You honestly got kinda lucky I happened to look at my analytics and saw your comment lol. Thanks for watching and commenting!

[@Mighty_Goos]

@@CDROM-lq9iz no problem.

[@andrewtreece3708]

I live in the trailer park to the south of where this was filmed my dad walked the same ground 20+ years ago 3rd trick hostler. when these were the 2600 number series.

[@CDROM-lq9iz]

I was gonna say something along the lines of "that would have been back when it was NS." Then I realized that NS sold that off about 30 years ago. I could think of some guys your dad probably would know.

[@andrewtreece3708]

@@CDROM-lq9iz I hang out weekly with RC Conners.

[@andrewtreece3708]

@CDROM-lq9iz in all honesty we have probably chatted I was a crew van driver up until a year ago an used to stop an bullshit with the service track guys in the shanty.

[@CDROM-lq9iz]

That's possible, but I've only been out there full time just over a year.

[@TrainboyRR]

I like the video

[@CDROM-lq9iz]

@@TrainboyRR thank you!

[@TrainboyRR]

@ Your welcome

[@lordcaptainvonthrust3rd]

Thanks for sharing 👍

[@CDROM-lq9iz]

Thanks for watching!

[@michelwazouskey4799]

Is 1500 Amps the approximate limit for locomotive output? That seems a little low for a dc traction system to me..

[@CDROM-lq9iz]

That's a good question. The gauge only shows current flow through one traction motor. (On a Dash-2 it's usually measured from the second traction motor.) My guess would be that gauge only goes to 1500 amps because that's the 5-minute rating for the traction motors. The continuous current from the main on a GP35 is 3900 amps. I've actually seen an alarm snapshot on one of our GP35s that showed over 2000 amps on every traction motor. (Over 4000 from the main.)

[@michelwazouskey4799]

@@CDROM-lq9iz Thanks for the explanation, i know this is like comparing apples to oranges, But i was thinking about this in comparison to the old soviet 3te10m type who's amp gauge goes to 6k. it measures total generator output though, and all 6 motors are in parallel at all times. The motors are only rated 720A continuous but can easily sustain 1000 which is about what the amperage limiter holds.

[@CDROM-lq9iz]

@@michelwazouskey4799 no problem! On these locomotives they measure the current through the traction motors which allows the same gauge to be used to show the current generated during dynamic braking as well as during motoring.

[@michelwazouskey4799]

@@CDROM-lq9iz Does the GP35 use field weakening in the motors for high speed operation, or does it reconnect the motors in parallel, or some combination of the two? Also what are some of the most common failures on these locomotives? How do the electronics hold up compared to the more analog control systems? I know I have a lot of questions and i appreciate you taking the time to answer them.

[@CDROM-lq9iz]

@@michelwazouskey4799 More good questions. Yes, GP35s use field shunting resistors as part of their transition process. They also go from series parallel to full parallel. I wanna say (without double checking) that our locomotives use an 11-step transition process. They start in series full field, then go through seven field shunting stages, then transition to parallel full field, and then there are two more field shunting stages. The most common failure we have on our Dash-3s would easily be power contactors. They're notorious for operators wearing out and causing the contacts to not make good contact and then burn up. I actually haven't worked with any GP35s without Dash-3 controls. That said, the electronic components definitely are useful when troubleshooting if you understand them, and it's fairly uncommon that the problem is something with the electronics. Lol I don't mind answering questions. Hell, that's why I started this channel.

[@janchristensen7993]

I’m not a complainer either. I thought the whole runaround was very interesting. If u don’t see it u don’t know. Thanks. 👍

[@CDROM-lq9iz]

Thank you for watching!

[@keithsilva6330]

Whats with all the blank-outs?

[@CDROM-lq9iz]

Hiding the road number.

[@creggf4685]

​@@CDROM-lq9izwas puzzled. Why?

[@CDROM-lq9iz]

@@creggf4685 Just trying to cover my own backside a little bit. Admittedly, it probably doesn't matter much as I'm sure people familiar with the locomotives can tell you which one it is.

[@keithsilva6330]

@@CDROM-lq9iz Oh! Just wondering. Thx

[@CDROM-lq9iz]

@@keithsilva6330 No problem! Like I said, someone familiar with the engines probably could tell you what locomotive it is anyway.

[@thomasking4136]

Fun video.

[@CDROM-lq9iz]

Thanks!

[@SOU6900]

Ex Southern highhood?

[@CDROM-lq9iz]

Yes sir.

[@SOU6900]

@@CDROM-lq9iz Take care of that Southern girl. Not many like her left.😉

[@CDROM-lq9iz]

@@SOU6900 I can tell you why too... but don't want to ruin your day lol

[@davejase3399]

Very cool.

[@CDROM-lq9iz]

Thanks!

[@ocsrc]

Can you please do a video of the two way radio system

[@CDROM-lq9iz]

That would depend on exactly what you're asking to see...

[@ocsrc]

@@CDROM-lq9iz what model it is, how it works. I am a Ham radio operator and I am used to seeing the old Motorola Railroad radios that had the two digit display or 8 segment alpha numeric display, but the newer ones are not like this. I have never seen the newer ones and they are not like the standard mobile radios that Motorola sells to businesses. The old maps I have of the D&H show the channel for each segment of the line. Most of the line used 161.100 and they had the DTMF tones listed to call the dispatcher, like *61 or *66 I think the channel numbers were what they used to call dispatch. I have always loved trains and I have always loved radio communications of all types. Thanks Bill KC2OVX

[@CDROM-lq9iz]

@@ocsrc I see... I'm not going to lie to you, you definitely know more about that stuff than me lmao. I know enough about the radios to replace them, test them, and maybe pull a co-ax cable for the antenna. That's not to say I couldn't do anything, but radios are kind of a black box system for my position.

[@ocsrc]

@@CDROM-lq9iz I love the infrastructure. Like the PTC and the ATCS . I ran the ATCS Monitor server for the train group to see real time signal and track occupancy and switch positions on the D&H. The CP Rail installed over the air ATCS on Channel 5, the frequency is 897.9375 MHz for the MCPs , the signals and occupancy indications are transmitted in bits and the wayside devices and the locomotives transmit the data to dispatch using the BCPs The BCP channel 5 is 936.9375 MHz. The railroads are updating the ATCS system and the frequencies they use. It is amazing to see the data bits, each indication is a bit. And it is transmitted in a data burst every 60 seconds or more if there is a change in the indications. It is amazing to see all the data and be watching the data change in real time. And you see more than the people who work on the equipment see. Like, when the wayside control point transmits its indications back to the BCP and the BCP doesn't receive it because of the signal being weak, it keeps re transmitting and I see this but the people who work on the trains and the bungalows never see this problem. It is amazing

[@CDROM-lq9iz]

@@ocsrc you definitely seem to know more about that stuff than I do lmao. The only one of those systems I have *any* experience with is PTC. And even then, I'm still slowly making my way through some books I was given for it. That does sound kinda cool to be able to watch all the real time stuff you talked about. An analog from something I'm familiar with would be the few of our engines equipped with EFI software. The system allows you to watch in real time things like oil pressure, engine speed, practice horsepower, cooling fans, all kinds of stuff really.

[@DarrylWMurphy]

EMD GP35-3

[@DarrylWMurphy]

Similar tp am APU