zugmannNew (to me) reporting mark I saw. EAMX 5200, 3 pocket ARI hopper built in 04. Any ideas of who they used to belong to? The marks looked fresh.
Better late than never, I trust. As mentioned, EAMX is the reporting mark for Everest Railcar Services.
EAMX 5200 and 5201 were previously lettered AMFX 10001 and 10000, respectively (the reverse order is correct). These are the reporting marks of American Railcar Industries, the company that built the cars. I am pretty sure I've seen one or both of these as AMFX cars (though they haven't been put into my computer yet), and they were probably prototypes of the Through-Sill concept.
A picture of AMFX 10000 confirms that it has gravity-pneumatic outlets. It also shows that this car was relettered and renumbered from something else...probably either ACFX or RNDX reporting marks.
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)
Miscellaneous:
A quick trip to the tracks today revealed only one eastbound scoot. But for whatever reason, it was on Track 3 when it came to Lombard. By the time I made it up to the tracks, it had crossed all the way over and was on track 1, where it belonged. (The westbound scoot would be on Track 3 about ten minutes later.)
For folks here who are also subscribed to Trainorders.com, I thought I'd point out a neat video of Pere Marquette 1225, taken in 2009. Makes me hope that it will be restored to operation again soon. The two passing sequences show off the whistle pretty well, and the final sequence, taken from behind the locomotive, shows what a hard-working freight locomotive is supposed to sound like. That is a sound I don't think I've ever heard before!
http://www.trainorders.com/discussion/read.php?10,2668513
In these doldrums, I'm keeping busy with the freight-car research. One lousy sighting from three years ago prompted some research that gave be considerable information on one company's cars and some of their former identities. So far, my file on that company has grown by about 3000 words, one new file will have to be created, one other one nearly doubled in size, and paragraphs added, revised, or expanded in up to a dozen other files. The total item count in the project is close to 3000 files, and about 840 MB (how far we've come since we got the laptop three years ago, and had everything on about 40 floppy discs of 1.4 MB each!).
"3000 files, and about 840 MB" - is that good or bad ?
More seriously, Carl - Have you seen any of the e-mails or notices that the NorthWestern University [ appropriate name, right ? ] has now digitzed Tom Taber's indexes to railroad history publications and collections ? For serious researchers and students, that's an outstanding feat compounded. If not, let me know, and I'll either copy and paste it here, or a link, or something of the sort.
- Paul North.
Please do send the link, Paul! Not sure it would help with my projects, but it could probably help with almost anything else!
Might write more after spending some time trackside today. Pat has a meeting and some shopping she wants to do, and we both have shopping and other errands to run, but I should be able to take advantage of her busy-ness for some trackside time, if the UP cooperates.
Three days later, I'm back...nothing much to report from time well spent (a couple of hours, anyway) at Elmhurst. The Lombard crossovers are making things interesting, as I had one instance where eastbound freights arrived simultaneously on Tracks 1 and 3, within 15 minutes of the time that a westbound scoot left on Track 3.
I would say that my "big" project in my sightings files involved over 10000 words...so far! Cleaning things up now on that. Perhaps another missive to RAILINC will take care of things. Still need to go into a couple of the affected railroads (UP, MP, CNW, MKT, KCS) and private companies (BAYX, MOBX, AFPX, EPAX, PLMX, and possibly others). It is some of the most fun drudgery I know of!
PLMX.. one of my favorite reporting marks. PLuMX.
Also like BNGX, just because it stands for Bungee!
CRDX is another one, although I can't repeat my interpretation of it in mixed company.
Then there's the infamous TILLYS! (TILX).
Yes, my coworkers do roll their eyes at me a lot. But I'm used to it.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
Have not and will not be posting for a while. Have a total knee replacement scheduled 0600 Wedensday morning. Have not found out if any internet will be available at hospital and then rehab facility. So all of you stay safe and keep on posting ??????????????
Hey, good luck with that, Buddy! Hope they allow you to bring and use a computer while you're recovering!
blue streak 1 Have not and will not be posting for a while. Have a total knee replacement scheduled 0600 Wedensday morning. Have not found out if any internet will be available at hospital and then rehab facility. So all of you stay safe and keep on posting ??????????????
.....Best wishes on the op, and rehab. And a quick recovery.
Quentin
All the best to you! I echo the good wishes of the others!! Hope to see you back on real soon!! Take good care.
Nance-CCABW/LEI
“Even if you are on the right track, you’ll get run over if you just sit there.” --Will Rogers
Whether you think you can, or you think you can't, you're right! --unknown
Just got the news this evening that Marquette Rail will be acquired by RailAmerica.
http://www.marketwatch.com/story/railamerica-signs-agreement-to-acquire-marquette-rail-2012-02-01
That, to me, is sad...a lot of interesting possibilities in locomotive paint schemes (based on the one locomotive and caboose that were repainted) will probably not be seen now. I'm glad I got the stored MQT box cars while I could! It will still be an interesting backwoods (literally!) railroad.
It's been a while since I've seen my grandchildren on my home turf (the first word of the Lounge's name is a strong hint here). While we were lunching today, we were treated to a westbound stack train. Nico (3 1/2) was very impressed with "Four engines!" (which I don't recall having had the opportunity to teach him). The girls were impressed with the train's length.
Unfortunately, except for the pair of scoots at the appropriate times, that was all we saw.
The little stinker's beginning to read, too...he has a vocabulary of about a dozen words he recognizes, including "start" and "finish"! Sister Emily (5 1/2) can read, but doesn't want grown-ups to know it yet. (I tricked her.)
Research continues, and the series that have been affected by the one project, now two weeks running, include some with AEX and DOWX reporting marks.
Paula just reminded us...happy birthday to Jay Eaton! Many happy returns!
Thanks, Carl.
Beside dinner out with my side or our family, the highlight was spotting a westbound hot shot stack over taking a merchandise just east of I-39 near Rochelle. Quick glances only-I was driving.
Jay
"We have met the enemy and he is us." Pogo Possum "We have met the anemone... and he is Russ." Bucky Katt "Prediction is very difficult, especially if it's about the future." Niels Bohr, Nobel laureate in physics
I have to get out that way again sometime. You probably were traveling on 88; I like Illinois 38, for obvious reasons. But I don't think we've been out there since sometime last fall. Hope the birthday celebration went well...road conditions should have been so much worse!
Just got some good news via Trainorders.com:
Effective tomorrow, ATCS is restored to Amtrak's Michigan line, and the speed limit is increased to 110 m.p.h. over about 80 percent of the distance between Porter, Indiana, and Kalamazoo (I can see slowdowns through Michigan City, New Buffalo (?), and Niles, and for the last six miles or so into Kalamazoo.
What makes this even better news is that Pat and I are going to be checking it out one week from tomorrow (we've had our reservations for about three weeks already). I am so looking forward to rounding that little curve at Porter and taking off like a bat out of you-know-where!
And you folks in the eastern part of the state: keep the trucks off the grade crossings...our return tickets are for Train 351.
....Carl.....Are there any changes necessary in the Amtrak engine to allow it to run at 110 mph...Gearing...etc...?
I think that the P42s are capable of those speeds already. There will be restrictions on the equipment used on these trains...of course, the units will have to be equipped for ATCS to run over that territory, and no Superliners or Cabbage cars will be allowed because of their limitations. There have been doubts expressed about whether single P42s can accelerate their trains up to 110 (there is/will be a second P42 on the opposite end, but I don't think that DPU has been, or can be, used on Amtrak to let them both power the train up to speed.
Of course, watch this space for a full report after we make the trip, come what may.
Yeeeeeeee-HAH!
CShaveRR There will be restrictions on the equipment used on these trains...of course, the units will have to be equipped for ATCS to run over that territory, and no Superliners or Cabbage cars will be allowed because of their limitations. There have been doubts expressed about whether single P42s can accelerate their trains up to 110 (there is/will be a second P42 on the opposite end, but I don't think that DPU has been, or can be, used on Amtrak to let them both power the train up to speed.
There will be restrictions on the equipment used on these trains...of course, the units will have to be equipped for ATCS to run over that territory, and no Superliners or Cabbage cars will be allowed because of their limitations. There have been doubts expressed about whether single P42s can accelerate their trains up to 110 (there is/will be a second P42 on the opposite end, but I don't think that DPU has been, or can be, used on Amtrak to let them both power the train up to speed.
1. Why no 'cabbage' cars? What are the limitations?
2. Is the equipment used for these trains different from the equipment used on the Chicago-Milwaukee trains? I know that they used powered locomotives on both ends of the Hiawatha trains on occasion.
3. What is ATCS? Automatic Train Control S_______?
I wouldn't know what the limitations are on the Cabbages--evidently they just haven't been cleared for 110.
As far as I know, the passenger cars are pretty much the same--Amfleet and Horizon.
ATCS--Advanced Train Control system. I know Trains had an article about this some time back--it can give warnings of obstructions at grade crossings, etc. I saw some pretty fancy antennas along the line last time we drove up that way.
And the unasked question: such a system would probably work nicely on the line to Milwaukee, and shave a good amount off the schedule...if Amtrak owned the tracks, and if there weren't a whole bunch of CP freights that it had to share them with.
Guess that's one question I must ask....What are "Cabbage Cars"...?
When Amtrak had a surplus of F40PH locomotives, it modified several of them by taking out the engines and putting baggage doors on the sides. The controls were left in, and they were put on the rear end of consists, to provide a place for the engineer to operate the train without having to move the engine to the other end (or turn it around), much like the cab-cars in push-pull commuter service. Cab + baggage = "Cabbage". These probably provide much better crash protection than a cab built into the end of a coach (Amtrak has/had a few of these as well, modified from old Metroliner cars).
Checking in...I've been learning about ATCS more...have it running here at home. It's dang nice! Once I get my scanner modified with the right tap...look out baby...
Been real busy for a while...that and the electro-goblins haven't been letting me in.
All for now.
Out!
Dan
....Cab + Baggage = "Cabbage".....Ok, Cool....Sure makes sense. Thanks Carl. The Engineer protection...really makes sense.
Didn't some of those F40PH engines have some derailing problems when they were first put into service....? {As an engine}.
That looks to be about a 90-mile distance from Porter to Kalamazoo, Carl, and those potential slow order locations are all in the western half: Porter to Michigan City and next New Buffalo are pretty close together, then a decent distance to Niles, and finally mostly open country to the east to Kalamazoo. Although a simple 'maximum-speed-all-the-way' calculation would indicate about 48 - 50 mins. between Porter and Kalamazoo, I'd guess that with the slow orders and braking/ acceleration back up to speed from them and any station stops will result in a 60+ minute timing. So, looking forward to your trip report !
Quentin, the locomotives with the derailing problems were Amtrak's first new units, the SDP40Fs, which rode on six-axle trucks. If I remember right, these problems existed only on certain railroads (C&O was one of the notable ones), yet the trucks were somehow to blame. The F40PHs were often their replacements; some of them even had the numbers of the SDP40Fs they were "rebuilt" from stencilled on their sides.
BN was another - the SDP40Fs were then limited to 40 MPH on curves over 2 degrees, if I recall correctly. The entire episode happened just a little too early for serious money, deep intellect, advanced and sensitive sensors and measuring devices, and computer power to be devoted to identifying and solving the problem, as it would be today. (GE's E60CP's were likewise plagued by tracking problems and limited to 80 MPH or so.) Subsequently "track-train dynamics" and "wheel-rail interface" became subjects of serious study, such as at the TTC, some manufacturers and universities, and a whole lot more became known and understood - a process which is still continuing as something of a "moving target'.
CShaveRR Quentin, the locomotives with the derailing problems were Amtrak's first new units, the SDP40Fs, which rode on six-axle trucks. If I remember right, these problems existed only on certain railroads (C&O was one of the notable ones), yet the trucks were somehow to blame. The F40PHs were often their replacements; some of them even had the numbers of the SDP40Fs they were "rebuilt" from stencilled on their sides.
Yes, now I do remember that situation since you mentioned it Carl. The six axle trucks strikes a memory bell....
Dan - there are areas that have ATCS up on web servers, Deshler being one of them. Kinda fun to sit here in NY and see what the traffic looks like in Ohio... They put the signals around the new intermodal facility on satellite, though, so there's a "black hole" on the display.
I don't get trackside all that often in ATCS territory, so I haven't bothered to mod a scanner for that purpose.
I'm sure you know there's a Yahoo group for ATCS.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
The SDP40-F units were basically an SD40 with a cowl. The problem was with the trucks, which were not like the C-C arrangements we are all so used to, these were spaced differently between axles. IIRC Santa Fe, AMTK and FRA did some tests on them in Illinois around Peoria looking for harmonics and/or wheel climb in the curves.
When Santa Fe got 16 of these monsters in trade for the last of ATSF's SSB-1200 switch engines and some CF7's, the trucks got changed out immediately and they were put into service (sans paint) as just another 3000 HP SD-40. It was quite a surprise to see them show up in La Junta off the northern transcon. Eventually they got modified (notched in the corner of the nose), and painted into the ATSF freight warbonnet (blue & yellow) and made it almost to merger time when all the cowl units retired.
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