Based on some recent observations at Cresson = summit of both slopes: mainly on the head-end for intermodal and multi-level (auto rack) trains; rear - and sometimes the head end, too - for general freight, coal, grain, and other heavy trains.
- Paul North.
Manned helpers used on most trains on both the east and west
slopes on Norfolk Southern's former PRR main line accross the
Allegheny mountains.
carnej1 caldreamer Are midtrain and manned helper endgines used any more or have they been replaced with rear train DPU equipped units? I don't believe that any North American railroads use crewed locomotives cut in mid-train nowadays, a mid train unit is always a DPU. Manned helper locomotives, where employed, are always used at the back of the train AFAIK..
caldreamer Are midtrain and manned helper endgines used any more or have they been replaced with rear train DPU equipped units?
Are midtrain and manned helper endgines used any more or have they been replaced with rear train DPU equipped units?
I don't believe that any North American railroads use crewed locomotives cut in mid-train nowadays, a mid train unit is always a DPU.
Manned helper locomotives, where employed, are always used at the back of the train AFAIK..
You think wrong. Specific train characteristics on my carrier may cause a helper to be cut in mid-train.
Never too old to have a happy childhood!
"I Often Dream of Trains"-From the Album of the Same Name by Robyn Hitchcock
CShaveRR I'm surprised BroadwayLion hasn't come up with a comment about the maned helpers!Last week, when we were in Tehachapi, we had the BNSF "Worm" headed downhill with what I was told was its standard consist: four on the point, three midtrain, and two on the hind end. I'm not familiar with the grade up to Tehachapi from Mojave, but I suspect that this power is needed to bring trains down the hill more than up the other side.
I'm surprised BroadwayLion hasn't come up with a comment about the maned helpers!Last week, when we were in Tehachapi, we had the BNSF "Worm" headed downhill with what I was told was its standard consist: four on the point, three midtrain, and two on the hind end. I'm not familiar with the grade up to Tehachapi from Mojave, but I suspect that this power is needed to bring trains down the hill more than up the other side.
I had that thought, too. Picturing the MGM lion at the throttle was my reaction.
I think you are right on the "worm" power, as I noted in the chatterbox I had seen that same exact distribution a year or two ago. The pull up from Mojave is not that arduous, from what I can see, much less so than the grade from Bakersfield to the top. I would imagine 54 axles of dynamic braking would be of considerable help going down to at least Caliente or maybe farther.
Both versions are still common here in Colorado. The manned helpers use is a function of how power short or busy the traffic is (tonnage per day justified). UP has lots of power lying around right now at Denver/ North Yard and Glenwood Springs because its slow (unit coal train sets stored all kinds of places).... (and a few at Pueblo)...BNSF at Sterling, Denver Pueblo and/or La Junta not so much.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
They are still in use on my carrier in multiple locations.
One other thing to add - helpers don't just get trains up grades. In many instances helpers are needed to get trains down grades - when there is dynamic braking issues with the head end power.
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