This afternoon at 1500 in LaGrange Ga there were 5 TRRA switchers parked on a siding. The units appeared in good condition coupled together with air hoses connected but MU cables not connected. The unit numbers were 1511, 1508, 1505, 1503, 1506.
The units were parked on what is known as the Dunsden lead (part of the old ACL main BHM thru LaGrange - Manchester that was downgraded when the ACL line was combined with the A&WP line in LaGrange). This is not a normal location to park bad order cars. There are no scrap dealers around LaGrange either. The location makes it impossible to determine which main the units traveled on however they probably either went east (TT south) on the Manchester Sub or north on the A&WP sub.
the last time i saw those engines they was in great shape they pulled duty everyday at madison yard or on line somewhere on trra property. they will be great power for someone.
Here’s a link to a photo from Dec. 27, 2009 of 3 of them - the 1506, 1508, and 1 other (I can’t make out the number) - being the last 3 in service, per the photographer, so there must have been at least 2 more already in storage. They certainly look well cared-for.
these units are now owned by Progress Rail. They were involved in a derailment on CSX back in February and are awaiting repairs before being delivered to the new owner at Patterson,GA. There are 8 more former TRRA SW1500’s also enroute to the same location as well.
The TRRA SW1500 fleet was recently replaced with 12 GP38M-3’s via Helm Leasing.
Am I remembering the name wrong, or is Patterson a very small town between Waycross and Jesup on U.S. 84? If so, what in the world is there that would require 5 switchers? Haven’t been thru there in probably 20 years, so I could have forgotten a large facility. Thanks in advance.
Check the post of 3/22/2010 by BaltACD in this thread—
Switchers were sold to Progress Rail of Patterson, Ga. apparently a revenue move, and IIRC there was a breakdown of one sort or another which delayed or rerouted the group, enroute.
Progress Rail is a multi faceted railroad supplier/rebuilder in many areas of railroad operations. I suspect the switchers are headed there to get a rebuild and then be put out on the lease or sale market for those organizations that have the need for switcher type power. Those organizations could be either short line carriers or industries. It is possible that they could be sold to a foreign carrier that has the need for such power.
Thanks for the info. I didn’t realize Progress Rail had a facility in Patterson where they worked on/rebuilt/whatever locomotives, and wanted to make sure it was the Patterson I thought I remembered. Appreciate it.
Bryan is correct. These unit were involved in a derailment in LaGrange, Ga in late February. The units were in tow to Patterson for rebuilding. All five units were in a train just behind the operating locomotives. There is a very sharp curve to the left where the Lineville subdivision joins the A&WP sub but the units did not derail there but actually on a very gentle curve to the right about a mile further east.
All 5 of the TRRA units went all over the place and CSX rerailed them and parked them in the Dunson lead. Progress rail is in the process of repairing all 5 units including replacing the couplers to self aligning which were not on the units. CSX blames the couplers as causing the derailment.
Progress thinks they will have all repairs complete in 2 - 3 more weeks after shipping 5 - 6 sheet metal workers and a couple containers full of parts.
Found out Progress is planning to make a 4000+ HP Gen Set with CAT engines. Do not know what frame they will use.
All i can say is CSX is a liar, Prove to me that the little 1500 thats pulled 3-4 decades of switching in sharp curves that your common gp 38 cant enter in curves that the big 6 axel is limited to 10 mph due to the radius of the curve and how non-self aligning draft gear caused this. this should be interesting.
Train in heavy dynamic braking at the time perhaps? Train speed in the Twenties, a fairly heavy train behind, and five short switchers all coupled together right behind the power, is a nasty combination if the Engineer makes a heavy application of the dynamics. I know some Class Is require that limiter blocks be installed before locomotives that lack Alignment Control couplers will be moved.The blocks prevent the couplers from swinging too far off center. The advent of modern high-capacity extended range dynamic braking coupled with AC motored power made proper train handling in braking, just as critical as the handling in power.
CP requires that a locomotive not equipped with Alignment Control couplers be moved as part of the locomotive consist between two locomotives that are equipped. So when CP moves an MP15AC from Chicago or Milwaukee to St. Paul for shopwork it is always sandwiched in the middle of the power consist.
Were the switchers the only rolling stock that derailed ?
Or, were they are the start of the rolling stock that derailed ?
If CSX accepted them for transportation - it’s not like no one knew what they were, or if in the Mechancial Dept., didn’t or wouldn’t have known that the couplers could be a problem - then it’s CSX’s responsibility for having accepted them and failing to follow through by handling them properly, I would think.
Most - but not all - of the NS switchers that I’ve seen in transit past here have been at the rear of the locomotive consist. But it’s never been more than 1 at a time.
Nice try but the dynamics are not going to cause me a problem if that was the case then they empty car blocks on the head end of a 9k ton train would kick out also. so not buying it. those engine made it there with out any problem so why that section of track then blame the engines
I agree about engines consist we have something like that here on the NS. well i hope we can get a answer to the problem , these little engines was going i thiink i can but in reality they realy said I think i did it now.
So what does the NS rule book say about dynamic braking when you have NS 8000 series locomotives in the power consist. On CP if you have more than two AC units on a train with headend power only you have to begin cutting out dynamic brakes, unless the train is a loaded bulk unit train, then three are allowed. Are you trying to tell me that NS has never experienced a car being ejected from the train due to bad train handling causing excessive buff forces?
Most people seem to think that NS has earned its unsavory sobriquet from paying more than lip service to the rule book.