Trains.2015.10.pdf

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MAP:

Washington, DC, then and now

www.TrainsMag.com • October 2015

p. 40

Can

customers

just get

their cars?

p. 14

Mallet

on the

mend

p. 62

From our

archives

Best

steam

images

p. 42

PLUS

Photo

contest

winners

p. 30

Pennsy 4-6-2

steams in 1957.

Rock Island

recollections

p. 52

Brazil with an American twist

p. 22

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vol. 75, no. 10 news and features

october 2015

www.TrainsMag.com

ON THE

WEB

FEATURES

COVER STORY

A study in steam

A new book, in honor of

Trains’ 75

anniversary,

features lavish images of

North American steam

scenes, exclusively from

Trains’ files

Brazilian behemoth

This ore-heavy narrow gauge

line is among Western

Hemisphere’s busiest railroads

Adam Auxier

2015 T

RAINS

Photo

Contest winners

We asked for your images that

show the details of railroading.

See our choices and learn the

theme for next year’s contest

More maps online

Subscribers have exclusive

access to a growing collection

of PDFs of railroad maps

It’s all in the details

Comment on this year’s

Map of the Month:

Washington, D.C.,

then and now

Comparing the Washington

Terminal, as mapped in Trains

in 1940, to current facilities

Bill Metzger

Afternoon in Ottawa

Shadows of many shades were

lengthening along the Rock

Island in 1965

William Benning Stewart

winning photo contest entries at

the Train of Thought blog

In My Own Words:

First encounters

of a close kind

A railroad and a train crew

bring a badly needed diversion

for a first-year teacher

Geoffrey H. Doughty

Photo of the Day

ON THE COVER

Pennsylvania Railroad 4-6-2

No. 830 prepares for a run on PRR’s New York & Long Branch

Division at South Amboy, N.J., on Jan. 1, 1957.

Photo by Don Wood

NEWS

News & Photos

Don Phillips

Fred W. Frailey

Locomotive

Technology

Passenger

Upload your railroad image to

www.contribute.kalmbach.com,

and it may appear as Photo of

the Day!

Photo by Steve Smedley

Can customers just get

their cars?

Brazil railroad with an

American twist

Photo contest winners

Map: Washington, D.C.,

then and now

From our archives: best

steam images

Rock Island recollections

Mallet on the mend

DEPARTMENTS

From the Editor

Railway Post Ofﬁce

Preservation

Hot Spots

Ask

RAINS

Gallery

Subscribers can access all

the latest news and updates to

stories daily on T

RAINS

News Wire

us on

RAINS

Magazine (issn 0041-0934, usps 529-850) is published monthly by Kalmbach Publishing Co., 21027 Crossroads Circle, P.O. Box 1612, Waukesha, WI, 53187-1612. Periodicals postage paid at Waukesha,

Wis., and at additional ofﬁces. POSTMASTER: Please send address changes to TRAINS, Kalmbach Publishing Co., P.O. Box 1612, Waukesha, WI 53187-1612. Canada Publication Mail Agreement #40010760.

FROM THE EDITOR

EDITOR

A RT DI RECTOR

PRODUCTION EDITOR

Jim Wrinn

Angela Pusztai-Pasternak

David Lassen

Steve Sweeney

Brian Schmidt

Scott Krall

Thomas G. Danneman

A S S O C I AT E E D I T O R

JIM WRINN

A S S O C I AT E E D I T O R

A S S I S TA N T E D I T O R

Saving the third generation

When an Amtrak P32 showed up on the

Empire Builder

not once but twice earlier this year, it caused quite a stir.

There weren’t many of them built, just 20 back in 1991,

and they didn’t last long on the main line before P40s and

P42s became the replacements for the enduring F40s.

Today, the 18 remaining P32s are used

in switching duty at major terminals, so

catching No. 503 eastbound on the point

coming into Milwaukee was a rare feat.

Seeing the unit reminded me how time

is passing fast and that railway preservation

is facing a new dilemma: How to preserve

and interpret the modern era? How will

museums and tourist railroads save rolling

stock from the third (or is it fourth now?)

generation of diesels, the post-Staggers Act

deregulation era?

I predict it is going to be tough to make

this happen. Despite the fact that railroad-

ing is prospering, railway preservation is

still struggling. State-supported museums

— including the North Carolina Transpor-

tation Museum, where I have volunteered

since 1986 — have faced sharp budget cuts

since the 2008 recession. Small nonprofits

engaged in industrial preservation find

themselves far down the line when it comes

to donations. And most museums that I

know still have a significant backlog of res-

torations to do. They’re already committed

to what’s on the property.

In 100 years, when visitors to museums

in Strasburg, Pa.; Duluth, Minn.; St. Louis;

and Sacramento, Calif., look at the collec-

tions, will they marvel at everything we put

away in the middle of the 20

century, and

wonder what happened to railroading’s

new golden era in the early 21

century?

I’m not a big believer in saving every-

thing — rolling stock is expensive to main-

tain and restore. But I do hope that the

preservation community is thinking about

and talking about how to interpret the

modern era, including locomotives, freight

cars, and passenger cars.

In 20 years, wouldn’t it be great to drop

in, say, at the Illinois Railway Museum, find

a seat in a Superliner sightseer lounge, and

let a passenger diesel from the 1990s or

early 2000s pull us through the cornfields?

Maybe No. 503 or one of her P40 or P42

sisters would lead. I’d buy a ticket.

E D I T O R I A L A S S I S TA N T

Diane Laska-Swanke

Drew Halverson

Rick Johnson

SENIOR GRAPHIC DESIGNER

GRAPHIC DESIGNER

L E A D I L L U S T R AT O R

LIBRARIAN

Thomas Hoffmann

COLUMNISTS

Fred W. Frailey, Don Phillips

CORRESPONDENTS

Roy Blanchard, Michael W. Blaszak, Justin Franz,

Steve Glischinski, Chase Gunnoe, Chris Guss,

Scott A. Hartley, Bob Johnston, David Lester, David Lustig

C O N T R I B U T I N G I L L U S T R AT O R

Bill Metzger

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articles, see Contributor Guidelines at www.TrainsMag.com. Printed in

With GE P32 No. 503 in the lead, Amtrak’s eastbound

Empire Builder

passes the

MillerCoors brewery in Milwaukee. Will the third generation see preservation?

R A I NS

Jim Wrinn

rains

OCTOBER 2015

RAILWAY POST OFFICE

be no harm in requiring a second per-

son in the cab of a locomotive, except

for the profit margin of the railroad.

Michael McDermott

Port Orange, Fla.

In response to Justin Franz’s feature,

“Last Man Standing?” [pages 22-31,

August], I am not a railroader and have

no experience in the operation of trains.

My only cab ride was a short one on the

Leadville, Colorado & Southern.

I do have experience in the operation

and maintenance of complex equipment

in a hostile environment.

An operating principle in the Sub-

marine Force that goes a long way to-

ward its history of surfacings equaling

submergings since World War II is what

might be called the “shipmate princi-

ple.” The principle recognizes that even

the most experienced and trained indi-

vidual can have a mental lapse, and if

not caught, could be the trigger to a

series of events leading to disaster.

An example of its application would

be in preparing a boat for sea, it is

“rigged for dive,” an operation in which

all the systems needed for at-sea opera-

tion are placed in their required condi-

tion. In each compartment, an experi-

enced and qualified petty officer, using

an approved checklist, personally aligns

the systems. He is followed by a second

experienced and qualified petty officer

who independently goes

through the same checklist.

Any discrepancies are

resolved, then both petty

officers report that the specific

compartment is rigged for the

dive to the Chief of the Watch.

Another aspect of its appli-

cation is the submarine

culture that crew members,

officers, and enlisted are

expected to be aware of their surround-

ings and events. If they think something

is amiss on their watch station or on

another watch station, they have an

obligation to bring it to the attention of

their superiors immediately.

On one patrol, my navigator laid out

a course through shoal or shallow water

— a mental lapse. My executive officer

caught it.

I vote for two-person crews.

John D’Aloia Jr.,

captain (ret.), U.S. Navy

St. Marys, Kan.

p. 48

EXPRESS

THE SOCIETY OF INTERNATIONAL

RAILWAY TRAVELERS

THE DANUBE

THE BALKANS

BY EUROPE’S MOST

COMFORTABLE TRAIN

CSX Transportation GP15-1 No. 1542

backs into Lafayette Yard at Lafayette,

Ind., on Jan. 10, 2013.

J us t i n S a n d l i n

ONE-PERSON CREWS?

Editor Jim Wrinn has performed a

valuable service with his editorial, “Not

the Time for One-Man Crews” [page 4,

August]. His common-sense approach

to the question about train crew sizes is

as refreshing as it is necessary.

I made my first visit to an engine ter-

minal in April 1954 and witnessed the

transition from steam to diesel. Around

1960 I asked a railroader why a fireman

is still necessary, now that locomotives

no longer had fires to tend. He an-

swered, “It’s all about safety; you still

need another pair of eyes up there.” That

made sense at the time and still does.

As noted in the article, a second

person in a cab might see and hear

things that the engineer, concentrating

on operating the locomotive(s)

and handling the train, might

not. Also, a second crew

member can assist the engi-

ONE

neer by performing tasks, such

MAN

CREWS

as coupling and uncoupling

611 roars

cars, applying or releasing

back

hand brakes, and lining

switches, which would be

either impossible or require

more time for one person.

A third reason for requiring two

people to be in a locomotive cab: the en-

gineer has the benefit of an additional

mind to help analyze problems and sug-

gest ways to deal with them. This can be

critical when the engineer has been on

duty for most of the 12-hour limit and is

anxious to go off duty and get some rest.

Under the best of circumstances, a

railroad is a dangerous place. In a mind-

less quest to spend as little money as

possible on operating personnel, some

railroads are endangering safety while

claiming to enhance it. Clearly, there can

Good idea

or disaster?

p. 22

p. 38

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www.TrainsMag.com • August 2015

THE magazine of railroading

Would PTC,

video have

prevented

this?

p. 6

PLUS

Streetcar named

high tech

p. 32

To B unit or not

to B unit

p. 16

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Trains.2015.01.pdf (39687 KB)
Trains.2015.11.pdf (61745 KB)
Trains.2015.05.pdf (56420 KB)
Trains.2015.12.pdf (46524 KB)
Trains.2015.10.pdf (44376 KB)

Trains.2015.10.pdf

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