The Flight of the Albatross (or CSO-1 at Macktown Rd, Windsor, Ct.)
An example of when a railroad VP and President act like a child in a store checkout line and sees something that they "just have to have". That's exactly what the two SD70M-2's the P&W purchased were. Oh, they had big plans for them, putting them on the stone trains to New York, ethanol trains. First problem was they were too big to fit Metro North's clearances under the wire. So into the shop they went and had the number boards lowered and the radiator fans changed to low profile fans. Now the big problem, getting cab signals and Acses installed. Shouldn't be a big deal, right? Well, getting installed was more of a project then you would think. First the computer in the engines didn't have software for cab signals in use on Amtrak / Metro North (They had cab signals, but for the FEC system......and I'm quite sure the FEC removed it before sending them back to the lessor). And as far as the Acses there had been no software written that was compatible (or so I was told, maybe there is software out there for the Acses that work with the EMD computer, possible cost big dollars) so, in the shop it sat while a contractor literally traced wires for weeks so he could figure out how to get the cab / Acses to function. The Mets remeasured the engine and it now fit the clearance envelope.....just fit. By inches. But now because of their weight (these are heavy girls at 410,000 lbs.) Metro North placed speed restrictions on them. It all came to a head on March 6, 2017 when a conductor was injured while on the Mets, due to close clearance (remember, they cleared by inches). By then G&W was calling the shots, and they prohibited the 4301-4302 from going out on Metro North. With their original purpose taken away, G&W is now going to send them to the B&P. The money that was flushed down the crapper P&W could have picked up probably four SD40-2's in working order and still had money left over. But I digress.......... The Connecticut Southern found itself short a six axle unit. And since the P&W is "part of the family" the 4301 was moved to the CSOR for a spell. Here she is leading a short CSO-1 through Windsor, Ct. Oh, and the Albatross moniker? I coined that after the constant issue after issue after issue with these engines. Like a Albatross around the railroad's neck, a burden that feels like a curse.
The Flight of the Albatross (or CSO-1 at Macktown Rd, Windsor, Ct.)
An example of when a railroad VP and President act like a child in a store checkout line and sees something that they "just have to have". That's exactly what the two SD70M-2's the P&W purchased were. Oh, they had big plans for them, putting them on the stone trains to New York, ethanol trains. First problem was they were too big to fit Metro North's clearances under the wire. So into the shop they went and had the number boards lowered and the radiator fans changed to low profile fans. Now the big problem, getting cab signals and Acses installed. Shouldn't be a big deal, right? Well, getting installed was more of a project then you would think. First the computer in the engines didn't have software for cab signals in use on Amtrak / Metro North (They had cab signals, but for the FEC system......and I'm quite sure the FEC removed it before sending them back to the lessor). And as far as the Acses there had been no software written that was compatible (or so I was told, maybe there is software out there for the Acses that work with the EMD computer, possible cost big dollars) so, in the shop it sat while a contractor literally traced wires for weeks so he could figure out how to get the cab / Acses to function. The Mets remeasured the engine and it now fit the clearance envelope.....just fit. By inches. But now because of their weight (these are heavy girls at 410,000 lbs.) Metro North placed speed restrictions on them. It all came to a head on March 6, 2017 when a conductor was injured while on the Mets, due to close clearance (remember, they cleared by inches). By then G&W was calling the shots, and they prohibited the 4301-4302 from going out on Metro North. With their original purpose taken away, G&W is now going to send them to the B&P. The money that was flushed down the crapper P&W could have picked up probably four SD40-2's in working order and still had money left over. But I digress.......... The Connecticut Southern found itself short a six axle unit. And since the P&W is "part of the family" the 4301 was moved to the CSOR for a spell. Here she is leading a short CSO-1 through Windsor, Ct. Oh, and the Albatross moniker? I coined that after the constant issue after issue after issue with these engines. Like a Albatross around the railroad's neck, a burden that feels like a curse.