Introducing the all-new Trains.com Forum! Become a part of our Community! >>VISIT NOW
The tonnage profile for this Canadian National intermodal train gives overview and detailed information. Ray Weart collection Q When someone says the “weight of the train is xxx tons,” are they referring to the weight on the rails, or the effort needed to move it? Is there a difference?— Mike Llewellyn, Shamokin, Pa. A Yes, […]
Q What does the term “manifest” mean in relation to railroading? Where and when did it originate?— Wesley Greer, Castle Rock, Colo. A Manifest comes from the Latin word manifestus, meaning “visible,” or “detected in the act.” It went into Middle English (because the Romans occupied England for a while), and in 1432 the word […]
Rear-end locomotives on distributed power trains may run with or without flashing rear end devices. Steve Schmollinger Q I see distributed power on BNSF freights inbound into San Diego, and some have flashing rear end devices attached to the coupler at the end locomotives. What are the circumstances for using a FRED on end-of-train locomotives?— […]
Q While listening to the scanner during bad weather, I heard the Canadian National Rail Traffic Controller remind train crews that Rule “X” was in effect. What is Rule X and who can issue it? — Patrick Lallensack, Green Bay, Wis. A CN’s Rule X governs train operations during and after severe weather. Chief dispatchers […]
Q How does BNSF’s Network Operations Center in Fort Worth, Texas, control BNSF trains when they share tracks with another railroad, such as the route over the Tehachapi Pass? Union Pacific owns the trackage and allows BNSF trackage rights. On average, BNSF sends three trains over the pass to UP’s one. Does the BNSF Operations […]
Q What is the difference between a cabless booster, a slug, and a calf?— Ken Williams, Tehachapi, Calif. A A cabless unit and a calf are quite similar. Cabless diesel units are usually considered to be road units from any builder and usually have their own designation. For example, an EMD F7 with a cab […]
Q What is the purpose of having draft-gear slack in the era of diesel locomotives? We all know the steam engines needed slack to start the train, and slack is used to “cushion” coupling, but I’ve always wondered why the modern freight cars don’t “lock” the draft gear when the brakeline is charged up eliminating […]
Q Did railroads that used Pullman service have their own sleeper and parlor cars too, or were one or the other used exclusively on any particular train? Also, how were contracts structured: Did Pullman pay the railroads for space on the trains and garner all the fares, or did the railroads pay for the service […]
Q How have traffic patterns changed on the former Illinois Central line just west of Hawthorne Yard in Cicero, Ill., since Canadian National took over? Also, what is the latest on its future east of the ex-Elgin, Joliet & Eastern (now CN)? How much freight will be diverted off the Iowa line onto that route? […]
Q I just saw the preview for “Unstoppable.” How can a train with no air in the reserve tank and brake cylinders roll away? I thought once all the air is drained the brakes will automatically apply?— Andrew Marino, Lincoln Park, N.J. A Railroad air brake systems need air pressure to function, and it’s held […]
We’re high above Seaboard Coast Line’s Uceta Yard and locomotive shop on Sept. 26 1970. Below is the busy former Atlantic Coast Line yard and the neighboring Seaboard Air Line Yeoman Yard that were brought together under the SCL banner with the 1967 merger. The locomotive shop would distinguish itself in the late 1970s with […]
Q This is a follow-up question to one in the July 2010 issue about the three air hoses on locomotives (page 58). I saw engines in the ’70s and earlier with four hoses and some with only two. Why the difference?— Dan Mirabelli, Neenah, Wis. A The two-line m.u. setup was generally for 14EL-equipped units. […]
