I have just recently become a railfan over the last couple of years and have always wondered why some passenger trains have two locomotives. Now I see the the train involved in the Washington state derailment had a locomotive on the rear. Why is that? Was it pushing? Was it there for an easy turnaround at their destination? Additional speed? Any input will be appreciated. Thanks.
A lot of the short-haul trains out of Chicago, especially to Milwaukee and Detroit, have a similar arrangement. It facilitates a quicker turnaround at the other end of the run. Locomotives are usually only used when a cab car is not available.
Locomotves on both ends will be found on most, if not all, of the trains that operate at 110 m.p.h. Apparently one unit and a cab car can’t make it work. I was under the impression that the Milwaukee trains were using Cabbages at one end.
The leading locomotive was an SC44 Charger, which have been in service for only about a month. They are doubled up with the locomotives that they are set to replace in order to break them in and recover if any issues arise.
Cascades are normally operated with a cab car and only one locomotive.
Here is a photo of a typical Cascade Train: http://media.oregonlive.com/commuting/photo/130626-mt-bachelor---eugene-or-5jpg-cc6c4dfa7ba980c3.jpg
I think it is possible that the second locomotive is kind of a protection in case the relatively new Siemens SC44 failes.
The trains had one P42 before.
Regards, Volker
Edit: NorthWest was faster
No turntables anymore.
Some commuter rails have a car on the end with driver control for reversing the run.
Rich
Most diesel-powered suburban operations are push-pulls. It’s a lot cheaper than having to turn the locomotive and move it to the other end of the consist.
Thanks for the info. So the rear locomotive is just being “dragged” so to speak in this situation? Thanks again.
Thanks to all for the replies. So let me get this right. If a cab car is in use, the locomotive is pushing it but the engineer is operating the train from the cab car?
When I rode the wolverine from Jackson mi to Chicago and return a few months ago there only the engine pulling the train. No engine or cab car on the Rear. When boarding in Chicago we walked past the engine which had pulled the train into the depot. The rest of the train was seperate by about one car length with a different engine at the other end to pull us out.
Looks can be deceiving. I am a retired commercial photographer, and I used to do a lot of work for the Downeaster here in Maine. The Downeaster appears to have an engine on each end, but in reality there is only one engine, and it is always on the north end. It is a typical modern AMTK loco; I believe it’s a GE P42DC. On the south end is what the crew guys here call a cab-bag. It is a former EMD F40, but it has no engine inside. Where the engine used to be is now for baggage. The cab is functional, though, and can control the P42DC on the opposite end of the train. When going south the engineer is in the cab-bag, and the train is in push mode. I’ve wondered if this is one of the longest regular push operations in the country. (I have no idea.) I’ve taken photos of trains my whole life. Early on in my time shooting for NNEPRA (who manage the Downeaster, which is operated under contract by Amtrak), I was standing at a very scenic location in New Hampshire waiting for the southbound train to come. It appeared, and I started shooting, with a 300mm f2/8 lens. I love the compressed perspective with long lenses. Suddenly I noticed something odd: there was no exhaust, no heat, no anything coming out of the top of the “F40.” I was experienced enough to concentrate and get my shots, THEN ponder this. Quite the aha moment!
Suspect Chicago is a service point for the Michigan service and leaving a engine in Chicago may be the normal service routine. Inbound with a locomotive for servicing and outbound with freshly serviced power.
The rear locomotive was idling. The lead locomotive was doing all of the work. The rear unit would be the lead unit on the return trip.
ROAR
Thanks Broadway Lion and everyone else on this forum. Thank You!
In the past the Wolverine had 2 engines 1 on each end. Later they ran an engine on one end and a cab car on the other, pulling in one direction, pulling in the other. Now they swap engines at both ends of the run, but do not turn the cars.
I wonder if the fact that the Wolverine corridor has some 110 mph running, if they prefer to have an engine at the front.
Correct.
Anyone know why it was a P42 and not an F59PHI as have traditionally been used in the service? Also, this is a broader Amtrak question. At least Amtrak California, I’ve noticed that on a line using protection equipment (such as Horizon/Amfleet coaches on the Pacific Surfliner) the power is almost always P42s not the typical F59PHis used with the regular sets. Anyone know why P42s pull this detail when 2 locos are needed for push pull? Is it just a matter of not having sufficient F59s?
The Cascades F59PHIs are ailing as the bare minimum of maintenance has been done in the last couple years. 467 is out with wreck damage after the summer derailment at Bridge 114, 466 is out with minor damage after hitting a tree, 468 and 469 are in service, 470 was in service but I haven’t seen it in about a month, 465 was out of service for months but now is back. P42s have been filling the gaps.
I would assume that they would at least use a cabbage “car”. A second engine would be useful as opposed to dead weight that would help get the trains up to 110MPH.