When I learned to run, I learned stretch braking in hump back territory. A lot of the newer guys,as stated above, do not really know how to do it because they are chastised for doing it,even when it makes sense to do so. Of course when running steam, unless you have a diesel you are MU'ed to, stretch braking is what you have and it's what you use, and frankly, I like stretching better than toasting.

Yeah, they can call that stretch braking, it sort of is, but you'd better not start above the 4th notch, and you'd better start losing notches pretty quickly. The real old-heads will tell you that real stretch braking is from near full-throttle (which is now considered power-braking and is strictly verboten) and you keep it stretched tight until you're ready to stop. The way I've done it, I really didn't commit to using air unless I committed to stopping. From the fourth notch I've found I've lost too much momentum by the time I take 10 lbs. off the train line to clean up the brakes, to get a reliable release before I get under 10 mph. Nobody is going to say anything about stopping and starting again, but they will if you pull the train apart trying to get a running release going too slow. I have used the above method, usually when having to stop in areas where vandals like to cut standing trains, so there is too much tension on the couplers to pull the cut levers.

Power braking is indeed an art form forbidden to practice. I've done it several times but with the new AC units you are really asking for trouble if you mess it up...

On the roads I've been on, a SPAD (signal passed at danger) is always enforced regardless of weather conditions. Only consideration would be a signal that drops right in front of an approaching train. In that case, stop as quickly as you can safely do so and contact the Dispatcher. The train stays put until authorization is received to either pass the signal in accordance with the appropriate operating rules or to back in accordance with the appropriate rules.

Also, if you cannot stop short of a signal at danger due to weather (slick rail, low visibility, leaves on tracks, etc), then you are running too fast for conditions. On many roads, this is an entirely separate rules infraction. A good trainman or engineer always knows where signals are located on their district.

I've been aboard a BART train that skidded past its station stop in inclement weather.

Now, a door won't open if it's not on the platform. So I believe what we did is throw the doors open that were on the platform, and everyone else had to use the end doors to walk back. We waited the minute or so while people did that.

Fear of layoff did not seem to motivate the train operator, who was a computer. He did it again two stops later.

Ever try to find 'reverse' on a BART train? It's in the other cab.

Overrunning a station stop is annoying and embarassing, but not a safety violation like overrunning a red signal. If a train with cab signals ( like Bart) enters the station at normal speed, there is a valid, non-zero speed command present in and beyond the station

The operator of a BART train has nothing to do with making station stops (except for making an announcement on the PA system). It's all handled by the onboard computer system, which "reads" the train's position in the station from changes in the magnetic field emitted by a strip on top of the third-rail cover and adjusts the stopping procedure accordingly.

I'm not sure of the exact reason for an over-run past the end of the platform, but it is not the operator's fault.

Coming into Carrol interlocking with a loaded CSX coal train on the North East Corridor, clear intermdiate signal, and a clear in the cab. Came around the curve, and the absolute at Carrols was STOP. Being on the NEC, it really did scare me, and being new, I wasn't expecting the unexpected.

Engineer plugged the train, toned up CTEC. They must have known there was an issue with that signal, we immediately got talked by, good on cab signal indication (30 mph) and going back home in the taxi, I did see Amtrak trucks parked at that signal.

Thanks for the replies. I can see by the replies that there are scenarios that would have given me the impression that signal "slide bys" are normal random occurrences, but all of them fall into specific experience categories distinct from failing to brake soon enough for the conditions.

I just found a small prototype modeling article in Model Railroader, August 2009, page 25, that shows a safety promotion lineside sign on Norfolk Southern displaying a red over red signal and the slogan "Don't Crowd Me". Is this an attempt to discourage slide-pasts at stop signals, or more moderately an attempt to reduce heavy braking at stop signals, or both? The signs are near Oakdale, Tennessee.

This implies to me that a problem of slide-pasts at stop signals might exist on this division.

I was running 1522 one time after leaving a photo runby down in southern MO. Restricted speed to the first signal which was clear, then accelerating up to track speed. Next signal showed clear, dropped to red, went to clear and then went dark. I got an engine length past it and stopped. Dispatcher cleared us, no more troubles. Kinda makes your heart go pitter patter tho.
We never could get the dynamic brake working on 1522, so used stretch braking.
Normally when you get past a red signal "Loocie you got some 'splainin to do".

As a retort that I don't know how to stretch brake :-), There is a reason the old heads worked the brakes the way they did years ago. There was not a pressure maintaining feature available on most engines and the cars had an AB control valve. They had to start hard because they would lose speed in an expanding curve. The brakes would continue to leak off which applied the brakes harder and harder. Trains today are much easier to run. I do know how to do it the old way. I have used the feedvalve to run brakes on a train with kickers. I have been running engines going on 15 years. Something to consider is how good the equipment is today. I loved tinkering with a 6 brake or a 24, but would take my 26/30 in a heartbeat on that loaded iron ore train. It doesn't wear me out and allows me to think about how I want to run a train easier.

-Joe