I was watching an Amtrak related dvd last night (every night actually). It was called Route of the southwest Chief. During that film they had everything from 2-4 of those Genesis locomotives lashed together. I noticed that in each case they were what I believe is termed "elephant style" nose to tail, nose to tail, etc... Grey One recently tried to explain to me what elephant style was and it's come in handy already! So.. what is the deal with that exactly? I've not seen them lashed up that way before. Everything else I've seen has had atleast 2 of the locos tail to tail (forget the term) no matter if it was freight or passenger. I guess what I'm asking is, what is the reason for this? Is this the norm for Amtrak? The only thing I could guess (keep in mind I'm a noob) is that locos are normally turned around backwards in MUing to be able to see what's going on behind them and in the case of that Amtrack train the Genesis Loco couldn't see around those superliner cars so it defeats the purpose to be turned that way?? Am I close?
Normally freight sets have the locos at each end pointing "out" (middles don't matter) so the entire set can drive each way. This eliminates turning the locos at terminals, you just unhook, move to the other end, and go. Most Amtrak terminals though are stub end tracks. The entire trains are turned (via a wye usually) on entrance or exit. Thus there is no win to making sure the locomotives are set up that way as well, you're always turning the whole set. Now, if there's no need for a loco to be backwards, there's another advantage. If they all point forward and you have to set out a bad loco on a siding along the way whichever one is left in front is pointing forward. This is particularly important on a cowl body where you can't really see if it is backwards. So, given Amtrak's terminals elephant style probably makes more sense, most of the time.
Most of the time the lead loco is the only one that matters as far as direction goes. Most trailing engines are not equipped to be leaders so it doesn't matter which way they face.
??? Unless it's designated a B-unit (i.e, either an actual B cowl unit, or a hood unit that has had it's cab stripped so that it's not to be used as a leader), or it lacks certain equipment (cab signalling comes to mind) any trailing engine can be a leader...
Noting Leo's explanation as completely valid, I think it's pretty much "as the engine arrives." Why turn something if it doesn't matter? It may have been a little different "in the olden days" of A and B units, but I think it wasn't much of a priority even then. I've heard that some roads' engineers preferred to run road switchers long end first--it might have even been a union preference or an operating practice. Still, it doesn't take much logic or turning of locos to achieve the desired configuration in real life. That's a part of my memory that's long faded as a concern--perhaps someone else has a more cogent recollection?
There's a two part era/equipment issue involved. Early diesels had "cab stands" and they could be operated fairly easily in both directions; although the engineer may be on the wrong side "backwards". Many roads ran the first diesels long hood forward, it was similar to steam locomotives and was thought to provide additional safety. Plus, when going "backwards" the short hood was easier to see around when you were on the wrong side and trying to watch signals. Dual cab stands became the norm, making them true omnidirectional units. Slowly viability was preferred, and almost all roads moved to short hood forward; although it strictly didn't matter. Finally, we move from cab stands to "console control" on modern units. Consoles are only on one side, and only face forward. Pretty much all 1980's+ "wide cab", "safety cab", or cowl unit have consoles. They are extremely annoying to drive backwards. While there are many road to road exceptions, if you had to guess for narrow body locomotives: Modeling 1950-1965ish, the units on each end of the locomotive set would most likely have long hood facing out making a set that could drive either way. Modeling 1960+, units on each end would most likely have the short hood out. Also worth remembering is that most power consists are made up based on total tractive effort/horsepower. If a given run needs 8000hp the shop may make up two 4,000hp back to back, two 3,000 on each end with a 2,000 at a random direction in the middle, four 2,000hp with each end facing out, etc. I think modern practice is for the hostlers to turn the units if necessary to insure the two end units are facing in the "out" direction, because of console control. This prevents needing to turn locomotives for any particular run. It's simple efficiency for freight operations. Amtrak does the same, I've seen more than a few P42's back to back. It depends on the run and how they turn trains, and when it doesn't matter random chance. There are plenty of lines where they run out to a distant terminal, run the engines around, then go back the other way. Others go terminal to terminal with stub ends and wyes. The real rule? Railroads only do work if it saves them time. Spinning a locomotive on a turntable probably costs a half hour of someones time. If on an out and back run that enables you to run around the train and have a console in each direction then it's money well spent. If it's terminal to terminal and the engines are removed on both ends for servicing then no one is going to worry about anything besides the lead locomotive. Passenger stations often have stub end tracks which make the dynamics a lot different than freight, and it's not uncommon for locomotives to be pulled off quickly and used for another train while a yard switcher takes the coaches off for a multi-hour service after a cross country run.... Complex, huh?
Except for NS... who insisted on AAR control stands instead of desktop consoles. In fact, desktop consoles are now an at cost option... the AAR-BLE control stand is now standard for both EMD and GE, and only CN has had an order for GEVO's wehre they paid for desktops.
Part of the reason (that they lash together in "elephantine" AND act "elephantine" in their business practices) is that Amtrak doesn't own trackage...they are not in a position to dictate the layout of a yards' lines...all they do is use what's available to them. What if Amtrak wants a turnaround location? Well.....the answer is "tough luck". They use what they have available.
There's been a lot of cases where NONE of my trailing units had radios, EOT boxes, brake handles, etc... Sometimes your S.O.L. if your lead unit takes a dump. I had one a while back like that, lead unit (GE) was throwing flame when the turbo kicked in. The "load pot" would drop to about 30%... Anyway, I went through the rest of the power... had two more facing the right way, neither one had all the required "amenities." I spent a good 30 min collecting enough parts off the remaining units just to get one good, lead qualified unit..... Back to the subject... Well, sort of... It really doesn't matter which way trailing units are facing. On locals and switchers, it's general practice to have one facing each way, it makes things a lot easier. It's interesting switching "long hood forward" or "bobtail" as some refer to it as. Usually end up with a sore neck from hanging your head out the window to see around the curves... Especially with a longer unit. It's not as hard with "desktop" controls as everyone says either. You learn to "feel" the controls pretty quick...
Every service center I've seen would have a hissy fit if they had to lash engines up to where each end faced outward. They hate to turn leaders, let alone trailing units.
In Barstow, CA, consists are made up in Diesel Service. Most of the time, yard crews take the power to the "yard makeup" trains. Before a study on crew delay, we had to take "power out of the house" every trip. When you get the power off the ready tracks, you leave service, and there is a balloon track. If your power is facing the wrong way, you tell the "router" (the guy who directs traffic and operates the switches in the yard) that you need a "balloon ride." He'll line you around the balloon and then you go to your train. When you have a train that terminates in Barstow, you bring it in the receiving yard, cut the power off and take it to "the house." A lot of times, they will service the power, keeping the consist together, then send it right out on another train.
Sounds like you guys are doing regular runs between major centers, or am I wrong? With a easy way to turn the consist on the way to a train I can see there would be no reason to worry. I wonder though, for instance NS has a very small yard here (it's the end of their line for interchange with 3 other roads). There is a local, typically gets 2 units back to back for 90 days (that's the inspection period, right?) and then gets traded two new units. They seem to always be back to back. Given their use as a local, and the time to set them up keeps them right for 90 days, I wonder if that isn't done on purpose? Back to the rule, a railroad is only going to do work, like turn a loco, if there's a good reason and it's really going to save some time and effort down the line....
Same thing happens with our commuter MU sets, if a cab has something that needs fixing it gets put in the middle of the consist for the guard (conductor) to put up with until the manpower or parts become available. It's amazing sometimes how long it takes to get a light bulb that I could go down the street to Radio Shack and get for a few cents.:tb-biggrin:
LOL, we could start an entire thread on FRA defects! Broken windows, non-operative winshield wipers, bulbs burned out on gauges, step lights, etc. could be part of the reason why certain locos are in trailing positions.
Barstow, CA, second largest classification yard on BNSF, is my "away terminal." Bakersfield, CA is my "home terminal," not nearly as large of a yard as Barstow. You got that right. The California P.U.C. shows up from time to time. Usually end up with no switch engines left when they're done. Last time they bad-ordered 50-something freight cars:tb-shocked: Had a whole track full of bad orders.
