Gravelydon, thank you so very much for answering my question. I am trying to learn all I can about railfanning and the duties of the engineer and the conductior
Geez the one gentlemens comment on here which stated that these engines are very powerful & he wasn't kidding that's for sure wow!! That engineer had those engines & loaded freight cars up to speed & then some!
131 cars being pulled. Nice to let us see them long enough to count them. Nice video. hmmmm. I see a couple of others counted 129. Well darn, that means I am just going to have to watch the whole video again, aww shucks. ha ha love this video
There are multiple units but likely only two in actual use. The rest are just along for the ride transferring them to where they’re needed or for repairs. I used to select dynamic brake for those unused locomotives for the extra braking action unless they were tagged out of service.. BNSF engineer (retired)
You could make that argument for most things anymore honestly. Having spent almost 19 years working for UP (scary as that is to think about) I've seen a lot of changes over the years. Most of the changes are filed as safety improvements but in reality they aren't for the safety of the crews. It's simply to reduce crew/operational liabilities to the company. Hence why most of the ever changing rules we have to follow do little if anything to actually improve system wide performance. But rather just to micromanage you to death in an attempt to reduce crew liabilities to the company all the while stressing you more and more knowing you have to somehow work faster and safer yet with less and less freedom to do so because you have endless rule book traps trying to limit what you can and can't do. It makes my head hurt just thinking about it. Doubly so since we live in a day and age in the industry where you have to adapt to endless rule changes, yet any infraction is almost a guaranteed termination. I saw the writing on the wall long ago when DPU's were becoming more and more common. The industry is trying to get rid of us in every way that they can. Hence why we are being trained to be more robots then humans in this industry. There's a reason so few new people to the industry last for long. Most can't take it. Can't say I blame them.
They really weren't a failure. They were simply too powerful for the railroads needs which is why newer versions were never built. When i worked for CSX i ran the AC6000's all the time. Never had any issues. CSX ran them for a long time until they were worn out.
I am from Cumberland, I seen many a train heading out thru narrows with 6 or 7 units. I live in Florida now, a train here has maybe 2 units, never seen one with 3 units.
from what i understand, the bolts mean ac powered, and the double bolts were only put on the ac6000's with their unique paint scheme. but i could be wrong.
What the hell ? ? ? All that luggage and shit they haul on and off an engine, you'd think they were going on a 30 day trip instead of an 8 hour shift....... Damn !!!!
Well these guys run 12 hour shifts and sometimes aren't home for days at a time, most of the time they are staying in hotels and moving from terminal to terminal.
wow, Im glad i came across this video. assuming all the power was running (it looks like some were not by the exaust caps) it would add up to 44,200 horsepower (6000 x6 + 4400 + 3800(sd60)) even without the 3 6000's its still an insane 26,200
At 5:36 is that first gray car getting the most strain on it's couplings? I guess starting out slow is key in not to breaking any couplings. But is seems that that first gray car is currently under the most stress. Am I correct here? Thanks.
BaltimoreAndOhioRR : but what about the shock load as the trains takes the slack out of the couplings as the strain builds up speed? Surely, as this occurs down the train, you are going to find the cars going from rest to forty mph in a metre?
