On 7/9/13, Bill Pearce <billcpearce@xxxxxxx> wrote:
> 1. Not too big a thing as most track roadbeds and bridges have been around
> long enough to see this locomotive and her sisters for many years.
> 2. Not that big a difference in brakes. Despite continuing research, brakes
>
> remain strikingly similar to ones 50 years ago.
> 3. Where? Don't think that's true in the US.
>
> -----Original Message-----
> From: Ken Norton
>>
> A couple (or more) thoughts come to mind:
>
> 1. Possible weight concerns
> 2. Modern brake systems
> 3. Desired rail segment does not have all the crossings gated. (a
> requirement for passenger rail).
>
>
Weight may be part of the issue. Depends on the rails in the section
they want to run on. Some of it may have been re-laid with
light-guage rail if it's only used sporadically with smaller trains.
A big steamer is a lot of weight, and even worse, when the connecting
rods come down, they pound the rails through the wheels. If the track
isn't up to it, the pounding can cause failure.
Modern brake systems may not be the concern, since, as has been
pointed out, they really haven't changed much. However, what could be
a bigger concern is a lack of modern electronics. Current diesel
locos are equipped with modern communications and signalling
equipment, which is why you'll often see a diesel coupled behind the
tender - the steam engine is for the pretty and to pull the train, the
diesel is along for the ride, possibly to supply electricity to the
cars, and to interface with the signalling system along the route.
As far as the unguarded crossings - shouldn't be any different than a
regular revenue freight.
Most likely, the culprit is bean counters. Those suckers are
expensive to maintain and run, and they may not want to spend the
money. And when you're hauling live people, the insurance costs
skyrocket.
--
Paul Braun WD9GCO
Music Junkie
"Music washes from the soul the dust of everyday life." -- Harlan Howard
--
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