Yard Goat Images Vintage Transport. Today.
Steam in the Mountains
2-Volume DVD set–8 Mountain Railways!
Sold separately or money-saving combo
www.yardgoatimages.com Or request a free catalog
YGI, 112 3rd AV NE, Minneapolis MN 55413
Life on a Locomotive
Originally published in 1971 this reprinted 219 page hardcover book chronicles the life of Buddy Williams, a C&NW locomotive engineer working in Wisconsin during the late steam era. $34.95 postpaid.
CNWHS-C, PO Box 1068, North Riverside, IL 60546 order online at
www.cnwhs.org IL residents add 8 ½% sales tax.
special group under the AAR to address var- ious interoperability and safety issues. There now is a Technical Advisory Group (TAG) which will review existing equipment and establish design standards for fuel ten- ders, hose, piping, and other tender-locomo- tive interface connections. They will also ad- dress safety systems related to tenders, locomotives, and the interface with wayside or direct to locomotive (DTL) fuel delivery. In addition to safety, the group will address in- teroperability and interchangeability. “Members of the TAG include representa- tives from the AAR, locomotive, Equipment Engineering and Tank car committees, rep- resentatives from the FRA, Transport Cana- da, the Pipeline and Hazardous Materials Safety Administration, locomotive builders and other interested parties.” That sums up the current AAR outlook
which presents a list of participants in the study. Beyond that, presumably we will be informed on the results of all facets of the tests after the conclusions are reached. Other perspectives: We sought other qualified insights as to the feasibility of us- ing natural gas as locomotive power. Here are some thoughts as offered by other pro- fessional sources: A—Advantages: Both compressed natural gas (CNG) and liquefied natural gas (LNG) include reduced emissions; potential longer distances between locomotive refueling if a fuel tender is used, and higher density with LNG.
www.msrlha.org
B—Disadvantages include the need for advanced employee training in fueling and potentially a high cost for new storage and training facilities; there is a volatility issue: a derailment of a CNG or LNG locomotive or fuel tender can cause a fire; LNG storage re- quires costly low temperatures, although railroads would probably buy fuel from ex- isting suppliers. Of course, there would be the obligation to protect taxpayers in the event of an accident.
Amtrak Motive Power Boost As of February 7, Amtrak started operating with the first of the 70 brand new “ad- vanced technology”
electric locomotives
that will ply the NEC in the decades ahead, hauling mainly the Northeast Re- gional and long-distance trains that use the corridor. The “strong workhorses” will operate on existing speed limits of 125 m.p.h. for non-Acela schedules. See RAIL- NEWS for more details.
34th National Narrow Gauge Convention Septe
eptember 3rd-6th, 2014 Goin’ to K
tember 3rd-6th, 2 ’ to Ka
Kansas City
ty
2014
www.34thnngwww..34thnngc.com 12 MARCH 2014 •
RAILFAN.COM
Saving the Chief
The news that communities in Kansas, Col- orado and New Mexico are in danger of los- ing their one and only passenger train has spread widely through the grassroots in those states. Rallies to “save the train” have taken place along the route. As of last report, the ball was placed squarely in the court of New Mexico Governor Susana Martinez. She has said in recent months that Amtrak’s long-distance trains are funded by Con- gress, and she sees no reason why the tax- payers of New Mexico should be singled out for a large bill.
A brief nutshell background: BNSF, whose tracks host the Southwest Chief, has notified Amtrak that the tracks on which the Chief operates will no longer be needed by the freight railroad (post-2015) and its freights will be shifted to another route. Hence BNSF will no longer be responsible
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66