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A1A-A1A / six axles 4 drivers
Were those things any good?


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They helped to spread out the weight of the locomotive on lighter rails. CNR GMD-1's operated in my region and i've not heard any real complaints about them having an idler axle between the two powered ones.


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A1A-A1As were pretty popular in NZ to keep axle loads down, DC class being the most produced kiwi diesel ever (originally built as Da class with high nose). Not super powerful, but only 15 tonne on the driving axles, a common sight all around the country, later being used on Auckland suburban services.


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This locomotive is the A1A variant of U18C locomotive built for lines with low axleloads (most lines in Java are built to tramway standards back then)
After the tracks are upgraded, the locomotives got converted back to Co-Co’s just like the U18C (except 5 locos)


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BNSF ordered a bunch of A1A-A1A ES44C4s on the theory that they could replace some of their older C-C DC power. They mostly work, but only in places where a high-power B-B unit would've also worked, which limits how useful they are when not racing over the transcon. FEC was the only other buyer because their mainline is another big flat racetrack like the transcon.


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Some British A1A-A1A.

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When you realize it…
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Realize what? That you need to charge your phone?


Hm… Hammy and grilf?

Sri, long since out of bricks to shit.


10004 is the "american view" inspection car not a coach. Someone at Amtrak did a little photo shopping.



$5 says they shot the picture at Union Station in DC because it was convenient to the offices, and some editor noticed later that they shot it on Track 30.



No way! That's Platform 9 3/4 at King's Cross!

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Is the tender of a steam engine a car? Or wagon, for our European friends? A museum near me is having different themed days for each type of freight car, and declared one of the days "Tender Car Day." It sounds horrid and wrong to my ear to say "tender car," as the Tender isn't exactly a standalone unit, it's more the second half of a steam engine… but I am open to the possibility that I am wrong. What say 1chan?
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Is it just a canteen, or does it carry fuel oil as well?


Another unpopular opinion from across the seas. In Russian terminology it is indeed a car. I think I heard somewhere a definition вагон-тендер which translates literally as tender car, however official Soviet/Russian encyclopedia of rail transport from the 80s I own describes it as: "a special carriage (platform, car) attached to the steam engine which carries reserves of fuel, water, lubricants and instrument". So apparently here it is viewed as an attachment to the engine rather than part of it. I know, sounds kinda counter-intuitive after I spend a few days trying to explain why in domestic practice a locomotive section is not a separate locomotive, despite it looks like it, but a modular part of a bigger whole.


That actually makes sense.

I think that, for at least Canada, the tender doesn't have a separate road number so it is seen as one part of the locomotive proper. I know that in the earliest days of the CPR they put the locomotive number on the tender as well.


How about this, if it uses a standard coupler it's a car, if it uses a semi permanent drawbar it's part of the locomotive package.



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So what do we think of Anderson trying to reorient Amtrak towards corridor-based service?


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I think that the number of LD trains can be safely downgraded without ruining everything. For instance, we don't need TWO Washington DC to Chicago overnight trains (Capitol Limited and Cardinal). Based on the ticket prices I've seen, you could probably eliminate the Cardinal/turn it into a day service from DC into WV and keep the Hoosier State (runs Chicago into Indiana on the non-Cardinal days on the Cardinal route) then make the Capitol Limited (the bed prices of which are less than half of the Cardinal, presumably because you can get way more beds in a Superliner than a Viewliner) the only DC-Chicago train.

Right now, there are three Chicago-to-West-Coast trains. Do we really need all three?

Way too many Florida services as well. Keep the Auto Train as it's a pretty big draw, and then a single Silver service should be plenty to link NYC/DC to Florida.You could probably take a couple of those Silver trains and turn them into day service for parts of Florida and the Carolinas.

As usual, the big argument against losing Long Distance trains is the tiny communities along the way that are served. Even if the Empire Builder stops in Bumfuck Montana at 3am, that's still a vital service for those kinds of communities, provides a link to the rest of the country that might otherwise not be attainable. Of course, Congress complains that Amtrak loses money, then when they say "Okay, let us kill the service through your flyover state" they get all pissy.


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Anderson is a post-Deregulation airline executive. He thinks what was good for Delta Airlines, will be good for Amtrak.

Airline executives are scumbags, pure and simple.


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I can already see just what would happen if Amtrak was run like a US-based airline. Some conductor would be like, "I'm sorry. You'll have to give up your seat and deboard, because a Platinum Elite Guest Rewards member wants to sit there."

And if you don't, well, the "Amtrak Police" will beat your ass bloody, and unceremoniously drag you down the aisle.


The NEC is a fucking money pit and the long distance trains are the only ones that actually have half a shot of financial stability. I'm tired of everyone buying into the notion that Amtrak should shed the long distance routes and focus on the NEC when all of the actual cost analysis and railroad press show that the long distance trains cost so much less to operate and, if marketed and run correctly, would give you a much better return.

Go look at how much deferred maintenance there is on the NEC. Look at how much it will cost to bring it to "good working order." It's in the magnitude of $60 billion. Or Amtrak could look at its current long distance routes and understand that a lot of people aren't taking the full train and are getting on and off at intermediate stops and time the trains accordingly. For instance, why does the west bound California Zephyr stop in Omaha, NE at 11 fucking PM?

The other thing strangling Amtrak is the inability to run intermediate length routes without state funding. It cripples their ability to expand long distance route ridership.

But basically my thoughts are that Conrail should have kept the NEC and charged people the appropriate costs to run on it, and Amtrak should keep its long distance routes.


>But basically my thoughts are that Conrail should have kept the NEC and charged people the appropriate costs to run on it, and Amtrak should keep its long distance routes.
To be fair, deferred maintenance started under Pensy so they would have still have had to deal with a ludicrous infrastructure debt.

But yeah the argument that the NEC is profitable is beyond laughable. The Gateway project alone could probably cover the expenses of every other Amtrak route for at least a decade.

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I had an op session yesterday on my N scale railway. A few things popped up and I wasn't able to take as many photos as I wanted, but here we go…

First, 7:30am: Train 11 is making its station stop at Castlegar while an empty ore train waits to follow it out.
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Sweet layout.
Mine is currently under construction (see photo).


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Mine is distinctly electronic. Much cheaper and more space efficient.


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Also lets you model much more area. Straight line distance between Newport and Milford is a couple of miles short of 90.



What was this created in?


these are screenshots from edushi 3d map, but this service doesn't work currently i don'w know why
some examples:

graphics/map like this can be created in any 3d program with a few tweaks
but the map itself is just rendered tiles similar to openstreetmap or any other 2d map/internet map

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