Illinois Central EMD SD40-2 DEATHSTAR on CN at Wellsboro, IN

 A westbound Canadian National train passes through Wellsboro. The lead unit is an EMD SD40-2 still in Illinois Central black with a P5 horn! A CN GE C44-9W follows. Filmed in 2011. 

 

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CN Freight Meets Illinois Central SD70 at Lake Villa!

 

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Two Canadian National freight trains meet at the Lake Villa Metra station. The first train is led by a rare EMD SD75I and a GE ES44DC. The second train is led by an EMD SD70 still in Illinois Central paint and an EMD SD70M-2. 

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CSX Wellsboro, IN Railroad Junction Reallignment 1998

 

In August, 1998, we visited Wellsboro, Indiana, to find that CSX had done some housecleaning, much to the disgust of railfans. CSX's ex-B&O Willard Sub crossed the GTW Chicago-Battle Creek main, as well as CSX's ex-C&O nee-Pere Marquette branch. The three lines once crossed here in the shape of a triangle. Now the C&O simply merges into the B&O on a new connecting track from the south. The diamonds with the B&O and GTW were removed, as well as all the C&O trackage north of the junction. A balloon track once wrapped around and connected up with the B&O to the west. Between 1974 and 1986, Amtrrak's JAMES WHITCOMB RILEY, later renamed the CARDINAL, used the C&O mainline through Indiana. Beginning on June 1, 1977, it took the B&O to Wellsboro, and utilized this connecting track to the Pere Marquette branch, which they took to La Crosse to pick up the C&O of Indiana mainline. The Pere Marquette branch was abandoned north of here in 1988. Note the recently removed rail, rusty connecting tracks, and the new tri-light signals, which replaced the color position lights. You can see a CPL lying on the ground on the south side of the mainline. My father, who was always big into the signal hobby, was furious when he saw this sight! As of 2011, the trailers next to the diamond are also gone. Wellsboro is still a hotspot, but is not as interesting as it once was. Click here for a 1997 view when this junction still had a triangle of diamonds: 👉🏻   • Railroad Tour of Wellsboro, Indiana 1997   Please subscribe, rate, and comment! :o)

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B&O CPL DWARF SIGNAL AT CAIRO, OHIO 9/26/19

 

Norfolk Southern HIGH-HOOD SD40 AND C39-8 AT BUCYRUS, OH! 1997

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📱➡️📸Turn Your Phone Into A Camera! https://geni.us/PhoneCameraConver ============================================================================= After the Conrail local passes, a long northbound Norfolk Southern train accelerates from a stop and crosses the diamond. Power is an SD40-2, a C39-8, and an SD40-2 with a high nose. Note the block of "shorty" tank cars and piece of track in the gondola. At one time, the NYC had a branch line that passed through here, and the ROW is visible crossing the NS. A segment of the line remains to the north to serve a quarry at Spore. A new connecting track off the Fort Wayne Line provides access. =========================================================================== 🛩️Drones! https://geni.us/multipledrones 

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RAILROAD TOWER AND CABOOSE INTERIOR TOURS AT GRIFFITH, INDIANA

 

This is a tour of the railroad tower at Griffith, Indiana. It was retired in December, 1999, and relocated across the tracks in July, 2000. This tower once controlled the crossing of five railroad lines, and once saw the passage of 180 trains a day! Filmed in September, 2011.

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Amtrak NPCU ‘Cabbage’ locomotives

By Chris Guss | November 4, 2024

Unpowered locomotives help stretch Amtrak's roster further

Amtrak NPCU “Cabbage” locomotives: Amtrak’s first F40PH No. 200 also became the first NPCU converted. The NPCU road numbers simply added ‘90’ to the original F40PH road number after conversion. Chris Guss

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Amtrak has been using unpowered F40PH locomotives for decades in various corridors across the country.

For its shorter-distance trains — where one or both ends of the run lack turning facilities — these units allow Amtrak to assign only one powered locomotive instead of two.

The first F40PH converted was AMTK No. 200, which had its prime mover, main generator, and traction motors removed. The conversions began after the P40DC and P42DC fleet was establishing itself as the primary long-distance power across the country. A roll-up door was installed on the long hood, allowing Amtrak to store baggage where the prime mover and main generator were formerly located. While officially called NPCUs (Non-Powered Control Unit) by Amtrak, these earned the nickname “cabbage car” for its dual-use cab car/baggage car design.

Fast forward to today, with the new Siemens ALC-42s establishing themselves as the new long-distance locomotives, the time to extend the usefulness of a portion of the P42 fleet has arrived.

The first P42DC to be converted was AMTK No. 184, which became P42C No. 9700. These new control cars were modified differently than the original NPCUs, retaining their internal components for weight purposes. The original NPCU fleet didn’t have enough ballast applied, which gave the engineer a rougher ride when occupied. AMTK P42C No. 9700 doesn’t feature a roll-up door on its sides due to the lack of use of the baggage compartment in the existing NPCU fleet, and because the P42DC has a monoque design in which the carbody is part of the structural support for the entire locomotive.

Amtrak is planning for an eventual fleet of 20 P42Cs to cover its  needs across its system. For reference, Amtrak rebuilt 22 F40PHs to form its original NPCU fleet.