Bad train pictures

[CSSHEGEWISCH]

ATSF had F's, E's and PA's in passenger service. The E's may not have lasted long in mainline passenger service because of grades. They were often found on the Denver-La Junta connecting runs and possibly other light service. The PA's had GE 752 motors so the idler axle may have been less of a factor. After all, many PA's spent fairly long careers pulling freight. F's with steam lines and steam generators were dual-service power and may have filled in on freights during traffic surges.
Availability or non-availability of dynamic brake on E's could also be a factor.

[CSSHEGEWISCH]

ATSF had F's, E's and PA's in passenger service. The E's may not have lasted long in mainline passenger service because of grades. They were often found on the Denver-La Junta connecting runs and possibly other light service. The PA's had GE 752 motors so the idler axle may have been less of a factor. After all, many PA's spent fairly long careers pulling freight. F's with steam lines and steam generators were dual-service power and may have filled in on freights during traffic surges.
Availability or non-availability of dynamic brake on E's could also be a factor.

[Anonymous]

QUOTE: Originally posted by CSSHEGEWISCH

ATSF had F's, E's and PA's in passenger service. The E's may not have lasted long in mainline passenger service because of grades. They were often found on the Denver-La Junta connecting runs and possibly other light service. The PA's had GE 752 motors so the idler axle may have been less of a factor. After all, many PA's spent fairly long careers pulling freight. F's with steam lines and steam generators were dual-service power and may have filled in on freights during traffic surges.
Availability or non-availability of dynamic brake on E's could also be a factor.

So you are saying that the Es lacked the "umph" needed for the mountain grades? Since Es were for speed and not necessarily for power (pulling).

[Anonymous]

QUOTE: Originally posted by CSSHEGEWISCH

ATSF had F's, E's and PA's in passenger service. The E's may not have lasted long in mainline passenger service because of grades. They were often found on the Denver-La Junta connecting runs and possibly other light service. The PA's had GE 752 motors so the idler axle may have been less of a factor. After all, many PA's spent fairly long careers pulling freight. F's with steam lines and steam generators were dual-service power and may have filled in on freights during traffic surges.
Availability or non-availability of dynamic brake on E's could also be a factor.

So you are saying that the Es lacked the "umph" needed for the mountain grades? Since Es were for speed and not necessarily for power (pulling).

[wabash1]

the short hood was not that bad to see around. and it made getting to the toilot easier than the chopped down nose on those you haft to open the door turn around get down on your hands and knees crawl backwards down into the nose ( all this while holding your buns together) so you can go to the bathroom. all at track speed and on rough track ( this is where accidents happen) and the amount of room you had it was easy to get hung up on something. and still have accidents.

[wabash1]

the short hood was not that bad to see around. and it made getting to the toilot easier than the chopped down nose on those you haft to open the door turn around get down on your hands and knees crawl backwards down into the nose ( all this while holding your buns together) so you can go to the bathroom. all at track speed and on rough track ( this is where accidents happen) and the amount of room you had it was easy to get hung up on something. and still have accidents.

[edblysard]

Jim,
Remember, the third axle on E units was a idler axle, not a power axle.
The A x A trucks were there to support the longer carbody, which had the steam generator in the rear, and spread the weight of the locomotive over a bigger footprint.
Yes, they rode better, but didnt pull any better.
And when Santa Fe discovered the F unit would be a great dual purpose unit, they realized why buy both models when you can get by with one?
Notice they went from the E3 to the E5, then straight to the F7 with B units.

Stay Frosty,
Ed

[edblysard]

Jim,
Remember, the third axle on E units was a idler axle, not a power axle.
The A x A trucks were there to support the longer carbody, which had the steam generator in the rear, and spread the weight of the locomotive over a bigger footprint.
Yes, they rode better, but didnt pull any better.
And when Santa Fe discovered the F unit would be a great dual purpose unit, they realized why buy both models when you can get by with one?
Notice they went from the E3 to the E5, then straight to the F7 with B units.

Stay Frosty,
Ed

[Modelcar]

....Didn't The E units have 2 engines in them....? If so, I believe this was later and if this is really so....with what model...?

[Modelcar]

....Didn't The E units have 2 engines in them....? If so, I believe this was later and if this is really so....with what model...?

[dehusman]

E units had two engines and two generators. Nominally 900-1100 hp per engine, 1800 to 2200 hp per locomotive.

The exception are the UP heritage E's which could be called E-38-2's. They had the two diesels removed and a single "standard" EMD 645 2000 hp engine installed. Nominally the same hp, only now it uses standard, modern components.

Dave H.

[dehusman]

E units had two engines and two generators. Nominally 900-1100 hp per engine, 1800 to 2200 hp per locomotive.

The exception are the UP heritage E's which could be called E-38-2's. They had the two diesels removed and a single "standard" EMD 645 2000 hp engine installed. Nominally the same hp, only now it uses standard, modern components.

Dave H.

[edblysard]

And Uncle Petes E units, 951 and 949, have standard EMD control stands, if you ever ran a GP 38 through SD 40-2, you would be right at home.
But they sure look pretty.
Ed

[edblysard]

And Uncle Petes E units, 951 and 949, have standard EMD control stands, if you ever ran a GP 38 through SD 40-2, you would be right at home.
But they sure look pretty.
Ed

[Modelcar]

....In several posts back, the poster indicates the E's may have not lasted long because of grades....and I'm thinking if they had 2 engines why that was a factor....Were the 2 engines less horsepower than the F series...and possibly the PA's as well....Or was it all a factor of gearing....?

[Modelcar]

....In several posts back, the poster indicates the E's may have not lasted long because of grades....and I'm thinking if they had 2 engines why that was a factor....Were the 2 engines less horsepower than the F series...and possibly the PA's as well....Or was it all a factor of gearing....?

[edblysard]

Dont know if grades made such a difference, but maintainance would.
If I had to keep two locomotive(E unit and its booster) running, with two diesels each in two frames, or two seperate diesels in two seperate frames, that could fulfill the role not only of passenger service, but pull freight too, I would go with the F unit system.
Because, if either unit failed, I would still have a running locomotive.
But with both the E unit, and its booster having two diesels each, thats twice the maintainance headaches.
I wasnt around then, but if csshegewisch says grades were a problem, I would tend to belive him.
But I would bet the dual usage of the F unit pretty much put a end to the E units.
From what I have read, most railroads went to the F unit in a big way, for both services.
Ed

[edblysard]

Dont know if grades made such a difference, but maintainance would.
If I had to keep two locomotive(E unit and its booster) running, with two diesels each in two frames, or two seperate diesels in two seperate frames, that could fulfill the role not only of passenger service, but pull freight too, I would go with the F unit system.
Because, if either unit failed, I would still have a running locomotive.
But with both the E unit, and its booster having two diesels each, thats twice the maintainance headaches.
I wasnt around then, but if csshegewisch says grades were a problem, I would tend to belive him.
But I would bet the dual usage of the F unit pretty much put a end to the E units.
From what I have read, most railroads went to the F unit in a big way, for both services.
Ed

[Anonymous]

I don't know about other railroads but I do know that Frisco used their E units right up to the day they discountinued passenger trains in 1967. I (choke, hate to admit it) but as a very small boy I remember seeing them and even road the passenger trains a few times. [;)]

[Anonymous]

I don't know about other railroads but I do know that Frisco used their E units right up to the day they discountinued passenger trains in 1967. I (choke, hate to admit it) but as a very small boy I remember seeing them and even road the passenger trains a few times. [;)]

[Anonymous]

E-8s were used in Maryland for commuter service up to around 1995 to 1996 (former BN, kept in their own colors for years), and one of those units, I think it was an E-8, was shipped to Washington State for the Spirit of Washington Wine train.

[Anonymous]

E-8s were used in Maryland for commuter service up to around 1995 to 1996 (former BN, kept in their own colors for years), and one of those units, I think it was an E-8, was shipped to Washington State for the Spirit of Washington Wine train.

[Anonymous]

OK - Another stupid question - What would cause an AMTRAK train to be running 6 hours late, and then stop in a town for an hour that it isn't even supposed to stop in. The one AMTRAK that comes through brunswick has done that a few times (I have found the explination for 2 of those times, but there are many unefined days, one time the lead AMD-103 died and had to be taken off and placed in the yard here, leaving the second unit to run the 16 car train on is own, the other, it ran out of fuel)

[Anonymous]

OK - Another stupid question - What would cause an AMTRAK train to be running 6 hours late, and then stop in a town for an hour that it isn't even supposed to stop in. The one AMTRAK that comes through brunswick has done that a few times (I have found the explination for 2 of those times, but there are many unefined days, one time the lead AMD-103 died and had to be taken off and placed in the yard here, leaving the second unit to run the 16 car train on is own, the other, it ran out of fuel)

[Nora]

Do locomotives have windshield washer things? Just wondering because I recently saw a train waiting at a signal, and the conductor got out and climbed up on the nose and threw a couple bottles of water at the windshield to clean it off. That's one way to do it, I guess.

--Nora

[Nora]

Do locomotives have windshield washer things? Just wondering because I recently saw a train waiting at a signal, and the conductor got out and climbed up on the nose and threw a couple bottles of water at the windshield to clean it off. That's one way to do it, I guess.

--Nora

[CShaveRR]

They have wipers (usually operated by compressed-air motors), but no washers like you have in your car. It's like when your car's washers don't work (frozen or out of fluid): give the wipers an assist with water or clean snow.

[CShaveRR]

They have wipers (usually operated by compressed-air motors), but no washers like you have in your car. It's like when your car's washers don't work (frozen or out of fluid): give the wipers an assist with water or clean snow.

[Modelcar]

....Probably the windshield on most engines could use some elbow grease on cleaning them both inside and out...Doubt if they get much attention. At least not as much as they should to have them really clean. [:)]

[Modelcar]

....Probably the windshield on most engines could use some elbow grease on cleaning them both inside and out...Doubt if they get much attention. At least not as much as they should to have them really clean. [:)]