just a couple of questions i have been trying to figure out lately. 1. Is there a height restriction on the mid atlantic for double stacks? and if so what city is it in? 2. are there locomotive restrictions between washington d.c and richmond, va.? 3. why the heck would they put a f.r.e.d. in the middle of the train? [ March 07, 2006, 05:28 PM: Message edited by: chessie ]
2. I don't know of specific loco restrictions, but I think they have to have cab signals. 3. I would think a FRED in the middle of a train would not be functioning, unless they ysed some kind of adapter (a "T fitting" to couple it inbetween cars... Both are just guesses on my part. Harold
thanks for the reply. is there anyway to tell if a unit has cab signaling or not? someone told me the newer yn3 units all have it?
There is at least one between Cumberland and Brunswick on the Cumberland Subdivision that disallows double-stacked domestic containers. I'm sure there are others in that region. Locomotives with cab signals are required to lead on that line. Any locomotive that came from the RF&P or Conrail as well as some purchased since the RF&P takeover are qualified. There shouldn't be an EOT in the mddle of a train and I don't believe it's even physically possible. They provide more than just a flashing red light and having two on a train would probably cause more problems than it would solve for the crew.
Externally there is little to identfy the TC units. In general, a significant number of the 8700 series SD60i's are Train Control equipped for the RF&P additionall there are still some origional RF&P TC engines left in the 6100 & 6200 series...these are GP40's and are being used for local service. The ES44DC's that are being delivered are TC equipped they are in the 5200 series. The ideal engine consist on the I-95 corridor is to have Train Control engines back to back as the engines that operate from Florida to Selkirk do so in both directions....the ideal is rarely obtained and it is frequently necessary for trains to turn their engine consist enroute so as to have the Train Control leading onto the RF&P.
I have know of times when a railroad will disconnect the FRED airline and add a block of cars and then add another operating FRED, (with air) to the rear of a train. This is sometimes done when a block of cars needs to be moved from one place to another and makes the switching and and brake test easier to do. That maybe why you saw a FRED in the middle of the train.
