Re: [CBQ] Q power on EB

["Dennis Popish via groups.io" <qchooch=aol.com@groups.io>]

As related to me by my Dad who was an electrician at the CB&Q Zephyr Pit/14th Street coach yard from 1947 to 1977, the Q rotated their passenger motive E unit power between the Chicago-Aurora commuter run and the long distance west and northwest main line passenger routes.

This was done to equalize service for every locomotive  between the short distance frequent starting-stopping commuter run that was hard on brake shies and restricted the prime movers to lower speeds and resulting mechanical effects and the longer intercity passenger runs that traversed longer distances at higher speeds and infrequent stops.

The E-5’s were not built with speed recorders and apparently were not retrofitted with recorders. Therefore they were reportedly favored for assignment to the Twin Cities Zephyrs since the lack of speed recorders allowed the engineers to make up time if behind schedule along the relatively flat grades along the Mississippi River, not having to adhere to the regulated speed limit due to the absence of the speed recorders.

This preferred assignment on the TCZ runs and other long distance routes probably accounts for the  E-5’s rarely being seen in Chicago-Aurora commuter service.

Bottom line then is that the CB&Q E-7’s, 8’s and 9’s could be seen in random combinations on the Empire Builder and all other long distance CB&Q consists. 

Dennis Popish

On Oct 22, 2024, at 3:25 PM, Bill Schultz via groups.io <jwschultz9=aol.com@groups.io> wrote:



Warren --

To expand upon several of the other replies, for the first nine months of 1960, two E8/9s were standard.  Beginning September 30, the Builder was consolidated with the westbound Afternoon Zephyr and eastbound North Coast Limited east of St. Paul during the so-called "off season" (mid-September to the first week in June excepting approximately December 15-January 3).  The consolidated operation began with four E8/9s, but soon thereafter, E7s (one or two) began to appear.  Westbound at St. Paul, the motors that had previously arrived on the NCL were relayed to the AZ, with the four motors arriving on the AZ/EB returning eastbound with the following day's EB/NCL.  When the combined trains were split (account train heating limitations or a late eastbound connection at St. Paul), the westbound EB (normally 11 cars) got a pair of E8/9s and the AZ (as few as four cars) got whatever two were left over (paired E7s, E7-E8/9, paired E8/9s) during periods of sustained below-zero temperatures.  I suspect the westbound split of the normal 15-car train had more to do with having crews in place the following day for the independent operation of the EB and NCL (normally a single 18- to 19-car train).  Eastbound, the first departing train likely drew the most convenient pair of motors.  Thus, it is likely that at one time or another, a pair of E7s handled the eastbound EB, though I've discovered no such examples.  

I've found no 1960-1965 examples of E5s powering the EB.  A pair of E8/9s were good for trains of up to 15 cars; 16 or more got a third motor.  The westbound NCL's regular westbound high-season consist was 16 cars (15 eastbound), and there are a few examples of the eastbound EB with three motors (2 E8/9, 1 E7), which may have been attributable to using the westbound NCL's inbound motors back to Chicago on the EB.  There is some photographic evidence of E5 9915B used as the third (trailing) motor on the high-season westbound NCL.     

Long story short, during the "high season" (June- to mid-September) or when operated independently during the off-season, a pair of E8/9s were typically/reliably assigned.

Bill Schultz

    

On Saturday, October 19, 2024 at 01:53:17 PM CDT, Warren Hanson via groups.io <cbq4630=yahoo.com@groups.io> wrote:

What power did the Q operate the EB with?  E7?  E 8/9?  Combo?Was there a cut off date?  Im interested in 60-65 era.

Thank you!

Warren Hanson

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