Yes but if the RRs are coupled at the end of a regular train and the slack should run in or out hard that would surely affect the RRs.
…I’ve never seen Triple Crown operated in the manner you propose…
Just remember the biggest con…trailers dont go on ships!!! So when a company orders them, they already come with a 1/3 handicap.
Not true. When I was at Cam Rahn Bay Vietnam (69/70), there was almost always a RoRo (roll on/ roll off) ship in port unloading trailers.
Yes, that could be a problem. There would certainly have to be some limits set in order to make sure you didn’t buckle the RR trailers in the even of slack running in.
I think NS actually looked into doing it an decided not to. It would have been a good way to get back into the Atlanta - NE market again, since 265/266 were pulled just after the CR merger.
There are two other issues related to roadrailers.
One is equipment control. It is very hard to manage a fleet of dedicated equipment. If you are an over the road trucking outfit and you figrured that you could convert 20% of you business to roadrailers, you’d have a heck of a problem making sure you got the roadrailer trailer to the roadrailer customer. Similarly, you couldn’t afford to standardize your trailer fleet on road railer equipment, paying the premium for a road railer trailer when 80% of the time you don’t need one.
The other is commercial. Triple Crown is a “retail” door to door trucking outfit. Railroad intermodal is a “wholesale” product. The “big guys” like Hunt and Scheider have some leaverage with the RRs to keep competitve products out. I think that is part of the reason why Triple Crown hasn’t grown as much as it might have. (and why it is a separate corporate entity withing NS rather than being part of the Intermodal Dept.)
In the rule book it says something about all Roadrailer equipment must be located on the rear end of trains.
I also question whether the FRA would have to study the concept of distributed power at the end of the RR consist, with or without added loose car tonnage behind the DPU. I can’t see any problem, but the people who study such dynamics might find a possible situation where problems might arise.
On those RR consists with the two units you’ve witnessed, can you discern if the train is maxed out in length, or if more could be added behind the RR’s?
Futuremodel: That I really don’t know…I simply have counted up to 140 trailers at times when I’ve watched the train headed south. 2 6-axle engines up front running the show…I don’t know what their limit may be in length of consist…
I believe that the limit is 150 trailers…There are around 4 regularly scheduled Roadrailer trains through the Altoona area…242 and 262 are Eastbounds and 261 is one of the Westbounds…When they have an extra section, they will replace the ‘2’ with an i… so an extra section would be symboled an I62 (eye-sixty-two) for example. I have seen anywhere from 1 to three road units on the head end of these trains. Sometimes, they will tack a set of SD40-2 helpers onto the head end to get the train over the Horseshoe Curve grade if needed. Dave Williams @ nsaltoonajohnstown@yahoogroups.com
…But then I assume from your conversation Dave, never pushing…up around the Curve.
That is correct…The Helpers on Roadrailers would be added to the head end, not the rear…most of the time, they’ll run without need of a helper…Dave Williams @ nsaltoonajohnstown@yahoogroups.com
Here is a link to the Triple Crown Company, which may provide some insight into its operations. www.triplecrownsvc.com Dave Williams @ nsaltoonajohnstown@yahoogroups.com
We can guestimate the length of 140 trailers, assume they’re all 53’s, that’s about 7500’. How long are the NS sidings in your area?
Regarding possible push operations, I spoke with the VP of Sales at RailRunner, and he infered that RailRunner chassis can handle push-pull with DPU’s (that was one of the things we proposed for the aborted BNSF Stampede Pass service). Of course, RailRunners use the dual tongue bogies which allow longitudinal forces to flow freely through the consist, that’s why RailRunners can be set up facing forward or backwards. RoadRailers use the “elephant-style” tongue on trailer connection, with the lead trailer resting its tailgate on the bogie. There may be a problem with pushing behind such a setup, maybe a rearward force could concievably push a trailer forward off the bogie.
Anyone got a picture of a Road Railer?
…Check dwil89 post above for info on triple crown…
Futuremodal: Sorry, just saw the question on your post…But I really can’t help on how long are the sidings in this area…{Muncie, In.}…I’d say some are not the 7500’ length just by estimating by looking at them…
Thru NW Indiana there are three TC’s:
261 WB to Chicago (6-8AM)
262 EB from Chicago (8pm)
264 WB to Chicago (6-8Am)
I am not sure why they dont combine 261/264 unless there is tight deliveries to be made at Ford in Chicago.
Most of these TC trains are not that big. The 261 - 264 's usually are 20 to 50 trailers.
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