Steam excursions routinely include a modern Amtrak locomotive behind the featured steam engine for head-end power and as fail-safe motive power in case of mechanical problems. The problem is that the platinum mist Amtrak unit usually sticks out like a sore thumb between the black steam engine and the usually somber-colored passengers cars. Since providing a nostalgic visual experience (plus nifty photo opps) is one of the primary functions of big-time steam excursions, it seems that the aesthetics of the consist–especially at the head end–should be a priority.
Amtrak should paint one or two engines black for assignment whenever possible to excursions. Some tasteful white pinstripes and vintage Railroad Roman or New York Central Gothic lettering (“Amtrak” in large letters, “–Steam Excursion Service–” smaller), would complete the look. The front end of the P40/P42 could have broad white BN-style stripes for visibility if leading in regular service, since the relatively flat front surface isn’t very visible when coupled behind another unit.
The black units would blend into excursion consists better and would still perform their usual functions in both excursion and regular service. Their presence on regular trains would make a good conversation piece–might even introduce some layman to the idea that steam excursions exist and that he/she ought to check them out!
Getting those units in place for excursions would require some planning, but excursions are planned far enough in advance that it should be possible to have one of them on hand most of the time. Amtrak could even charge a moderate extra “black engine” fee to guarantee that one of the dedicated engines was on hand for a given excursion. The NRHS (which I hear is looking for relevance these days) or a consortium of groups that run steam excursions should make a plan to pitch the concept to Amtrak and might even offer to underwrite the cost of the new pai
Oh yes, what frequent poster Juniatha has referred to as “The Panic Diesel”, something to fall back on if and when (apparantly someone thinks the latter) the steam locomotive breaks down.
Funny thing is, it was the diesel that failed on a Union Pacific excursion! The thing didn’t shut down when it was supposed to and continued to push 844 resulting in flat spots on the steam engines drivers!
No matter. Subdued diesels on a steam excursion isn’t a bad idea, but it’s not likely to happen. Better any diesels in the lash-up allowing the excursion to run than no excursion at all. Not photogenic, but I can live with it if it means the steamers get access to the main line of the host railroads.
Aren’t most diesels thier to provide head end power rather than horse power. I been on many excursions where the excursion operator provides a power car. In any case I don’t see Amtrak needing to use it resources to provide a better shot for rail fan pictures.
As far as head-end power is concerned it depend on the circumstances. The Norfolk-Southern excursions I rode in the '90s had a head-end power car. The C&O 614 excursions in New Jersey in the late '90s had the same.
It’s also been said the diesel is there for dynamic braking, but the aformentioned excursions didn’t seem to need it for that either.
The idea is not without historical precedent. I believe the Clinchfield had a B unit painted to match their passenger equipment. The steam locomotive had a controller for the Diesel.
I was on two main line steam excursions this year, neither had diesel. Both had hep power cars to supply power to the cars without gen sets.
I don’t think a 18 car passenger train requires dynamic braking. Certainly when steam was king and handling high speed passenger trains on a daily basis thier was no need .
Engineers trained nowadays would bet totally lost if they didn’t have operating dynmaics - it is the system they have been trained on. Using air brakes is something to bring the train to a actual stop after using the dynamics to control the train.
Clinchfield had a pair of B units painted Pullman green in the consists of their ‘steam’ excursions, right behind the 4-6-0 that couldn’t have started those trains on level track, never mind pulled them up the Clinchfield’s grades. #1 was there to provide smoke, whistle and burning coal smell.
I understand that controller is now in the B&O Museum collection.
The profile I run on is anything but flat and includes a three mile hill of nearly 2%, and a five mile hill of 1.1%, as well as another stretch of five miles of varying grades with a net loss of some 200’ in elevation. And that’s just on our line, never mind that of the shortline we are a tenant on.
Not all of our locomotives have dynamics, so running on air is still necessary.
On a line with significant grades, having dynamic brake available will save a lot of brake shoe replacement. That takes material and, even more importantly, manpower and time. CPR felt the savings were significant enough that they retrofitted dynamic brakes on the F-units that were powering the Royal Canadian Pacific tour train.
One brake shoe does not amount to much, but you are looking at a lot of wheels, multiplied by two shoes each, on a lengthy passenger train. For the RCP that amounted to something like 232 brakeshoes; I think many had to be changed after each loop. Dynamic brakes dramatically extend brake shoe life, and no doubt also benefit corresponding wheel life.
In the steam era dynamic brakes were not available so the railroads had no choice. Once they became an option with diesels most roads with heavy grades adopted them enthusiastically.
There is the nice looking red, white, blue and silver Amtrak #42, the Veteran’s Tribute locomotive. Perhaps, an “Amerian Heritage” locomotive, or “George Washington”, or something else could be painted next.
a Poster, ( CMStP&P) had provided a linked photo essay, and captioned under one of the photos was the following item: FTL"…The “Fire-boy” is already counting his miles and money before they have even left town. It was will be a quick 167 mile trip to Cairo, IL and they will be there in less than 3 hours, in time for supper. They will return south on Number 5, "The PanamaLimited/Magnolia Star" around 11 pm and be back home, in Memphis, by 2:00am. Not bad; a round trip in less than 12 hours. The young man might pay close attention to his “old head” engineer across the cab. The two most senior engineers who “owned” these jobs on the “Fulton District” were Ray
Robert Williston: In response to your question about Dynamic Braking on Passenger Trains. Here are links that provides some information as to which roads used “E” Units with Dynamic Brakes and which did not. See link to Classic Trains Forum @ http://cs.trains.com/ctr/f/3/t/205828.aspx
That should give you some help.
Also this link referencing use of Dynamic brakes should add some information as to their use. From a TRAINS article . See Link @