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Don, My photo lists show deliveries made via the Q or trade-ins coming on the Q to be mostly in-consist units vs. in train units. But then again, because most of the photos taken of trains are of the head-end power, I would expect fewer photos of dead-in-train locomotives to exist. Some interesting examples, however, are that although I have photo evidence that shows both NP and GN U33C's being delivered in 1969 as the trailing unit of the locomotive consist, earlier deliveries of NP U25C's had them at the rear of the train, with spacer cars in between. There is a photo in Spoor CB&Q Vol. 4 p. 90 of two SSW SD45's being delivered in 1969 and these are the trailing units in the loco consist. Just yesterday I found a photo on Castle Graphics website of the first UP U50C being delivered in late 1969. It is sitting at Clyde with a Q SD24. (This is a conundrum because Jan's caption says the photo is 8-1969 but the first and only U50C's built in 1969 are shown as 5001 in 10-1969 and 5000 in 11-1969.) I seem to recall something about SP&S Alco Centuries being delivered via the Q but with the locomotive dead-in-train. As late as 1969 there was an NP F3A-FTB-FTA set being traded in which was also in-consist trailing a Q U28B and Q SD24. Since there were only two locomotives on the train it makes me wonder whether the NP F-units were used as power on their own funeral train! It is also the only way I can see running FT's on my layout, but what a lashup!! Tom Mack Cincinnati, OH ---In CBQ@yahoogroups.com, <dbrown02@...> wrote :
Rules varied on the handling of dead units and I have no idea what
was required on the Q. I do find it slightly odd it was part of the
consist but apparently they had to do so. Since the unit was shipped from SSW with a known "terminal illness" which would preclude its use as power, one might expect it to be set up dead, or as Bob says, as a boxcar. The difference, for those wondering, was that when set up dead, the brakes would function when the automatic brake was used, but not when the independent (locomotive) brakes were used. This would, among other things, allow it to be other than at the front of the train. (here too rules varied, dead units were often restricted to within the first 5 or 10 cars or so but not necessarily on the head pin). By setting the unit up for trail, though, it would have to be taken to the engine house along with the train's power, or else mechanical department guys would have to come out to re-connect it - again depending on local operations and union rules. Physically it was not a big deal but naturally a fireman would not do it if it was considered mechanic's work at that location. Obviously the same power did not pull the train from the SSW shop all the way to and across the Q so the way it was being handled would have involved extra work and PITA along the way. As a side note and non-CBQ, I was once involved with the purchase of a GP-9 which had been stored for some time. The unit had no traction motors nor batteries and was strictly non-functional. It moved over 3 railroads to get to its destination. That unit, too, must have been set up as part of the consist at some point, because when it arrived we found the fuel gauge reading full. When whatever was pulling it went to the engine facility for fuel, they must have gone right down the line and fueled up the previously empty Geep, at no charge to us! DRB On 1/7/2018 2:14 AM, Bob Campbell
amtrak347@... [CBQ] wrote:
__._,_.___ Posted by: thommack@yahoo.com __,_._,___ |