Last week, I saw a GP15 and MP15AC sitting in a train yard. The GP15 was on the south end. The next day, they left on a northward train. However, they split up the locomotives. They had a road unit up front, followed by the MP15AC, two more road units, and finally the GP15. Any ideas why they would do this?
Not quite sure I understand your question.
Were the two old unit’s the regular yard switchers at this yard, or were they used to haul yard to yard transfers between yards?
Either way, it sounds like they are both headed off to other yards.
Why they are being sent elsewhere is anybody’s guess, but it may simply be the need for yard power has shifted from this yard to another couple of yards.
Cutting one in behind the lead unit leads me to think it and the lead unit are going to be cut out at another yard, then the trailing one will be set out somewhere else, with the last 2 road units ending up as the final power for the remainder of the train.
Other option could be the GP15 needed a 92 day inspection and therefore had become DIT and was forced to become last in the line. Saw it all the time when I was in Seneca on the old RI with CSX were the GP15T’s would be hauled out DIT then return a couple days later live in transit.
Locomotives will be moved from outlying usage points for a number of reasons.
1. Engine needs its 92 day inspection.
2. Engine needs mechanical repairs
3. Engine is needed for power for train picking up tonnage at the point
4. Engine being moved to another location
Several ‘Operating Plans’ ago…my carrier would endeavor to pick up all the outlying local power on Friday’s and move it to the nearest Terminal where the plan was to get it fueled and serviced and then move line of road trains between terminals and then get the power returned to the outlying points in time for the locals to start their work on time on Monday. It looked like a better idea on paper than it ever worked out in fact.
In a engine consist, the leading engine(s) will be the working engines, not those against the train. The lead engine must retain communication with the EOT when changes are made to the engine consist enroute, if the lead engine changes then it must be set to communicate with the EOT and someone must go to the rear of the train and push the button on the EOT to establish that communication, the longer the train the more time consuming this operation is.
Since the MP15 was put second out, I’m thinking it dosen’t have alignment control couplers. There are restrictions for engines that are not equipped with them. One is being placed second out in an engine consist like what you saw. You didn’t say, but I’m assuming UP here, others may not have the same restrictions.
Why they put the GP15 at the end of the consist is more speculation. Possibly the units had already been split apart for some reason when they were picked up. Maybe the MP15 is going thru while the GP15 will be setout at an intermediate location and to save work down the road they placed it at the rear.
Jeff
Thanks for the replies.
Yes, it was UP. The MP15AC is a former Southern Pacific unit. SP used these for local work also. Would those have alignment control couplers?
Both locomotives were being used as a yard switcher. They were replaced by two other locomotives.