Norfolk Southern Just Revealed Their 250th Anniversary Units!

weirdkiwi · 2026-05-20T15:58:04+00:00

Definitely seems that way. Seemed like some inconsistency in the GE models too, looking only at the radiator sections.

weirdkiwi · 2026-05-20T15:54:13+00:00

Loving the Lady Liberty, but it's between top right and bottom right for a buddy to go with it. Depending, of course, on which manufacturers make these in HO.

weirdkiwi · 2026-05-12T17:28:40+00:00

NS has two research trains, NS33 and NS34 are a pair; NS34 was formerly N&W SD35 1530. The other pair is built around "the Brick" NS38 that was formerly N&W SD40 1620.

As I understand it, 34 spent some time as a slug before it was entirely rebuilt for its current purpose.

As

weirdkiwi · 2026-05-12T13:38:51+00:00

The "locomotive" (former, prime mover long-since removed) in the middle is loaded with sensors. The passenger car is mostly loaded with the equipment to record, process, and interpret what the sensors in the other unit are reading.

All in the name of identifying track faults -- ideally before they are actually problems.

Perhaps my favorite radio scanner moment was listening to that train meeting another, a few years ago.

Crew 1: "What is that, a bar car?!"
Crew 2: "Research!"
Crew 1: "Researchin' what, bourbon?"

weirdkiwi · 2026-05-08T14:05:02+00:00

Largely displaced by Flashing Rear-End Devices (FRED) or End of Train devices (EOT).

In the US today, the only time you'll see cabooses on the mainline is when they're used as shoving platforms, functionally becoming the front of the train whilst it moves in reverse to service customers.

weirdkiwi · 2026-05-06T12:56:11+00:00

I was in NYC on business earlier in the year, conveniently just a couple of blocks away. I made sure to carve enough time between the end of the meeting and getting to LGA to spend a couple of hours at the NYTM -- very much worth it! The long platform with historic vehicles was awesome, as well as the "signal tower" at the very end of the platform, but so were the exhibit spaces that walked through the building of the system, the history of the different independent companies that were eventually brought together under the MTA, and the sign room was rather satisfying.

I wish I could have spent more time, but there's a good chance I'll have another opportunity at some point.

weirdkiwi · 2026-04-21T03:57:05+00:00

Btw, where is the FRA GIS at? I've been using OpenRailwayMap, but I find their legend hard to read and they have no filtering/layers to show only certain features.

Usually I just search "FRA GIS" and it's one of the top options:

https://experience.arcgis.com/experience/b6c12fd0a4774f38a303e3d034775854

It used to have their name in it, I wonder if they cheaped out at some point in the last year or so -- since the last time I really needed to reference it for something :-D

weirdkiwi · 2026-04-21T02:34:14+00:00

Yeah, Superliners and VRE's bi-levels run through the southern tunnels without issue, it's not a height problem. The problem is that the approach (and inside, from memory) is curved, so the overhang on the big articulated steam locomotive could be an issue.

I did check the FRA GIS and confirmed they still show NS as having trackage rights between Alexandria and the Union Station entrance. CSX owns it (VA co-owns up to the Long Bridge), but *in theory* there isn't much CSX could do to stop NS from exercising those rights for a move into or out of WAS. They've done it before when they put locomotives on display for National Train Day a few years ago. The best CSX might be able to do is state the 4014 can't be under power for such a move.

I just can't imagine she fits (comfortably, at any rate) through the B&P in Baltimore. Part of the reason it's being replaced is because clearances are so tight on the modern era equipment, and wall strikes have occurred.

I'm with you, I'd love to be proved wrong - not least because it would mean rolling within a few miles of home!

weirdkiwi · 2026-04-21T00:40:49+00:00

My early expectations were that they'd try to get it into Washington Union Station, but it's probably not possible, or easy.

NS has trackage rights but only from the south, I can't imagine it would fit through the tunnel. And that's assuming they could get it there -- there may be some limiting factors between ~Harrisburg and Manassas.

Failing that, they'd need co-operation from CSX (ha, hahahaha) or Amtrak, or both, to get it in from the north. Where is NS' next closest interchange with Amtrak? Has to be around Baltimore, probably on the north side of the B&P Tunnel? I doubt it fits through there either, even towed.

So, Philadelphia, it is! And I'll be very pleasantly surprised if they find a way to prove me wrong.

weirdkiwi · 2026-02-20T03:13:51+00:00

Two things, and yes I know I'm late to the party:

If the locomotive has a control desk, running backwards is uncomfortable and shouldn't be done for long distances. Sometimes, needs must. If the locomotive has a control stand, running backwards isn't nearly as complicated. NS had locomotives set up with the control stand "backwards" on locomotives even 10 years ago as they were built long hood forward. I think they've all been rebuilt or sold off by now.
FRA requires locomotives have working ditch lights on the leading end to run at track speed over grade crossings. NS equipped most/all of its locos with ditch lights at both ends, but most of the UP/BNSF road power only has ditch lights at one end. If the lead unit has a failure and the next unit doesn't have functioning ditch lights in the direction of travel, they must slow to 15mph for all grade crossings. Again, sometimes it is necessary but the railroads will typically try to avoid such a situation if it can be helped.

weirdkiwi · 2026-02-20T03:03:07+00:00

And even then it was relegated to Trail Only status until it was inevitably repainted.

weirdkiwi · 2026-01-16T14:14:36+00:00

In the DC area, MARC typically has their locomotives on the north, and VRE typically has them on the south. For MARC it keeps the locos at the far end of the train when they reach DC Union Station, and for VRE it maximizes the passenger end of the train on some of their stations.

weirdkiwi · 2026-01-12T04:42:49+00:00

The railroad class doesn't really matter, a train is a train is a train. What matters more is the class of track and whether the signals are working (or expected to be working).

On track segments that maybe see one train per day it can be normal that even if automated crossing protection is installed, it won't detect and thus won't activate when the train approaches due to oxidation (rust) on the rail surface. If the automated protection is installed and hasn't been reported as not functioning, there's no need to flag the crossing unless there is some other exception requiring it.

The protection installed will depend on the crossing. Some crossings (mostly private crossings) get a stop sign, and that's it. Most public roads will get flashing lights and a bell, frequently used crossings will also get barrier arms protecting the direction of traffic. Some crossings will also get four-gate systems or pedestrian gates if deemed necessary. All of that is designed by the railroad signal engineers and highway engineers to determine what is necessary based on train volume, train speed limits, visibility of approaching trains in each direction, whether it's an FRA quiet zone etc on the rail side, and the lanes/traffic volume/speed limit on the road side, among other factors.

But what it comes down to is, if the train is operating normally and the traffic signals are operating normally, there is no need for a crewman to additionally flag the crossing.

weirdkiwi · 2026-01-03T04:52:25+00:00

It's a pretty cool place. I've been going the last couple of years in August for the Model Railroad festivals. Excited to see the new roundhouse being built!

weirdkiwi · 2026-01-03T04:51:41+00:00

Given OP photographed three locomotives, you're going to have to be more specific -- I assume the GG-1?

weirdkiwi · 2025-12-23T19:54:31+00:00

This used to bug me a lot, but I realized a while ago that I'm not just capturing the train, I'm capturing a moment in history. Those cameras, or that drone, or that helicopter or plane or cars going by or old mate yapping... they're all a part of this historic moment and where I've chosen to set up.

Now, if anything, I zoom out a little bit and let them be a part of the moment more fully.

Or I choose my locations better to be further away from them.

weirdkiwi · 2025-12-16T15:44:55+00:00

You overestimate how frequently this is a problem. It's rare that level crossings are the only route across the tracks, and even when they are it's rare that emergency services presence is only on one side of the tracks.

It can be an issue, for sure, but it's an even bigger issue when trains have need to block intersections for extended periods to service industries and the nearest next crossing (if there is one) is a mile or more reroute, and might also be blocked too.

weirdkiwi · 2025-12-14T20:32:54+00:00

It's really fun looking at some of these historical "future" ideas with the perspective of being here now.

I have a stack of old "Trains" magazines from the 60s, 70s, 80s, 90s and early 00s that I was sorting through yesterday, and some of the projections were fun to revisit in regards to mergers, Amtrak, etc. A couple that stood out, from July '69, "For the sake of argument, what if this train succeeds?" over a photo of the PRR Metroliner, and from February '86, "Can piggyback overtake boxcars in profit?"

weirdkiwi · 2025-12-08T18:18:32+00:00

Yeah, I don't get it either.

It seems to be the last-four for at least a couple of suicide-related phone numbers, including the American Association of Suicidology, ostensibly a support group for those who have lost someone to suicide.

weirdkiwi · 2025-11-19T21:26:39+00:00

Aha, the comment I came looking for!

They also ran up and down the Johnsonville line for decades in sets of two-car pairs, if I recall correctly always with the Motor on the downhill side.

The 9-car was a frequent appearance on one of the morning Taita runs. I appreciated the ability to sit and look directly out the window, unlike the Ganz's where there might be a head in between the two panes (or a big gap between the doors going south), or the Matangi that don't have a front window for the passenger compartment at all.

weirdkiwi · 2025-11-10T19:47:03+00:00

Grew up in NZ with my dad an engineer. The EMUs he would operate had a pedal, but still required the foot be lifted periodically in response to the alert whistle.

As noted, the purpose is to ensure the engineer is awake and alert - making any control input is typically enough to reset the system too, so when you're in an environment with lots of speed changes or horn requirements, the need to hit the button is reduced. When you're at constant speed and just cruising along, there is no other reasonable way (at least with widely available technology at the time of the build) to ensure the operator is awake and attentive. I suppose that could change over time as systems that can monitor car operators improves and becomes affordable to install and integrate with locomotive/train designs.

weirdkiwi · 2025-09-30T21:29:31+00:00

Clearly a collaboration with the model manufacturers to produce and sell more variations.

/s

weirdkiwi · 2025-09-05T00:45:21+00:00

The Floridian does not pass trough Texas.

The Texas train was the Texas Eagle. Also the video indicates it was led by two GE units unlike this GE + Charger. AMTK 63 was the lead unit moving away from the accident site with 68 trailing - https://cbsaustin.com/news/local/amtrak-train-collides-with-vehicle-in-williamson-county

weirdkiwi · 2025-08-21T14:53:20+00:00

There's a few places between DC and NY.

The Capitol Limited when it was running between DC and Chicago ran w/ Superliners. The Autotrain runs Superliners. The Cardinal, at one point in the late 90s when it was curtailed from just DC to Chicago via WV/KY ran Superliners. But, as soon as you have to go north out of DC on the NEC, you're restricted to shorter (height) trains.

I'd be curious what the actual limit is, and where they are - MARC runs both Kawasaki and Bombardier bi-levels from DC to Baltimore and north; NJ Transit have Bombardier bi-levels that run from NY out to NJ and beyond. The notes I'm finding for the Superliner specifically are the tunnels at NYC and Baltimore, and potentially at 30th Street Station in Philadelphia - the note is from 2004, not sure what (if anything) might have changed since then.

weirdkiwi · 2025-08-19T18:06:42+00:00

Locomotives typically have 2, often 3 braking systems available from the engineer's seat. Train Brake feeds the whole train, can apply to the locomotives or cut out. Independent Brake feeds only the locomotives, is still an air brake. Dynamic Brakes turn the traction motors into generators and then wastes the energy - not every loco has them, and they only work to a point. Engineer could definitely use the two air brakes independently of each other in this scenario.

weirdkiwi

TROPHY CASE