I wish that were the case with CSX. My subdivision has been running DP 5-6 years now, long before it started hitting the mainlines (I work on a coal loading subdivision with a top speed of 25mph that feeds the mainline). They were going to do things right with having classes for all Engineers to be trained on it, had an Engineer already selected to teach these classes and sent him to learn directly from GE. Then Jacksonville or Atlanta stepped in, they sent the Engineer back to runni
[quote user=“rockymidlandrr”]
BaltACD
Paul_D_North_Jr
Mookie
. . . So in keeping with the theme, we saw NS as a lead engine with the 2nd motor BNSF. Then the two DPU’s were both NS. Train was headed to Atlanta (loaded coal) . . .I thought NS didn’t have DPUs ? Or maybe just a few for run-throughs like this ? I don’t believe they’re used a lot on the home rails - correct, or not ?
- Paul North.
Can’t speak to NS directly, CSX’s last several orders of new locomotives have been equipped for DPU. Selectively CSX has been training crews on specific territories on the use of DPU. CSX has had to install a number of ‘radio repeaters’ to permit the use of DPU’s as they require reliable communications between the control unit and the distributed units and many of the territories where DPU is intended to be used do not have the proper ‘line of sight’ to create reliable end to end radio communications. I suspect NS may be undertaking the same process.
I wish that were the case with CSX. My subdivision has been running DP 5-6 years now, long before it started hitting the mainlines (I work on a coal loading subdivision with a top speed of 25mph that feeds the mainline). They were going to do things right with
Several years back { at that time, the UPR’s ‘Heritage Fleet’ was still a new deal! [swg] } for a local festival: KATY Days- @ Parsons,Kansas, the raliroad had brought in two of the Heritage Fleet for the two day celebration. and public viewing.
UP #1988 Katy and 1982 MoPac were open for public inspection and had UP crews on board to answer questions. The ‘Attendant Call’ button was noticed, and the UP Engineer in the cab, responded that pushing it would bring the on-board stewardess with coffee and catering. The ladies that had asked that question seemed taken aback, but responded; how nice of the railroad to provide that service for the crews… [:-,]
[quote user=“Deggesty”]
rockymidlandrr
BaltACD
Paul_D_North_Jr
Mookie
. . . So in keeping with the theme, we saw NS as a lead engine with the 2nd motor BNSF. Then the two DPU’s were both NS. Train was headed to Atlanta (loaded coal) . . .I thought NS didn’t have DPUs ? Or maybe just a few for run-throughs like this ? I don’t believe they’re used a lot on the home rails - correct, or not ?
- Paul North.
Can’t speak to NS directly, CSX’s last several orders of new locomotives have been equipped for DPU. Selectively CSX has been training crews on specific territories on the use of DPU. CSX has had to install a number of ‘radio repeaters’ to permit the use of DPU’s as they require reliable communications between the control unit and the distributed units and many of the territories where DPU is intended to be used do not have the proper ‘line of sight’ to create reliable end to end radio communications. I suspect NS may be undertaking the same process.
I wish that were the case with CSX. My subdivision has been running DP 5-6 years now, long before it started hitti
Would like to flip the title… " BNSF engines on foreign lines " On The CSX A&WP sub south of Atlanta there will be as many as 28 - 30 BNSF units a day on the BNSF intermodal haulage trains on CSX. CSX manifests only have 2 locos.
Only very ocasionaly will there be a csx unit on a BNSF train. BNSF has 4 of their locos on each intermodal. Three always running with 4th in standby ? The three seem to be needed on the CSX Lineville sub ( LaGrange - Birmingham ) to meet schedule.