Consisting order

Actually, a good question. I've wondered the same thing myself on occasion but after seeing pictures of just about every combination possible with front to front, back to back, front to back, back to front, etc. I've given up trying to make any sense of it!

If there is some logic to it all, would someone clue us in?

I thought I read that a certain type of toilet had to available in every train's loco, or at least the ones 'driving' or leading the pack.

Could be talking out my shorts...

Dennis

Komata - that certainly helps to explain some the pictures I have seen!

To give everyone an idea of where there are rules, let me quote an example from a rulebook.

The book I have in front of me is Frisco Time Tabl No 4 for the Springfield Terminal Division effective April 22, 1979.  It reads:

What this means is that RD-SW units (which is how frisco's GP7s were differentiated from other road units) could be included in consists with GP38ACs (units 633-662), GP38-2s (Units 663-699 and the 400 series) and GP15-1s (100 seies units) , but they were more or less restricted to being the lead unit.  This also means that you would never see the GP7s included in a consist with other frisco road power.  (They were sometimes used with switchers).

The restriction here had to do with the brake system on the GP7s.

Paul 

The 3 identical units with EMD logos could have been Oakway leasing units. These units are on a power by the hour agreement with BN, BNSF now, that BN pays for the horsepower the unit generates. The maintenance and upkeep of the units is done by BN shops under the management of EMD.

You buy it at train show or a giant auction site or have it given to you by a benevolent railroader or former railroader.

~BS

As 'towing capability' is directly related to train consists, I can't see that it's off topic, so . . .

As teh 'real' roads have different  ways of calculating the towing capacity of their motive power, herewith the formulae that the Tickford Valley Railway Co (London) Ltd (TVR) (My own railway) uses: 

To determine the Absolute Pulling Power of a particular locomotive (bearing in mind that each engine is an individual):

1. Add as many wagons as necessary until the locomotive starts to wheel-spin when being driven in a straight line at a medium-low power-setting.

Remove wagons ONE AT A TIME until locomotive runs freely and doesn't spin its wheels when running in a straight line at the same power setting as before

2. Run Locomotive and load from 1. through tightest curves on layout at same power setting as used for 1.

Locomotive should either stall or wheel-spin on curve, due to inertia, side-thrusts and weight.

Remove ONE WAGON AT A TIME (as in 1.) until train runs freely through curve without stalling or wheel spinning.

3.  Run entire remaining train over steepest gradient on layout.

Train Should either stall or wheel-spin.

Repeat as for 1. until train can climb gradient without stalling or wheel-spinning.

You should now have the ideal weight for that particular locomotive.

4. Run train through shortest Crossing (Passing) Loop on the Layout.

Stop train when locomotive is in the 'Loop and clear of the Fouling Point (the point at which it would be hit by another train/wagon if one came past).

Remove any wagons at the back of the train which are either still out on the Main Line, or outside the Fouling Point at that end of the 'Loop (the point at which it would be hit by a passing train).

You now have the ideal Train Length for that  Locomotive.

Record the information for future reference.

If you so wish, (and you only have a very small fleet of locomotives) it is possible to erect Railway-type signage on the appropriate Loop ttrack to remind you what the wagon capacity is for a specific engine.

This can be as follows: 10/6  or similar and indicates that locomotive No.10 can fit 6 standard-type wagons into that particular 'Loop.

This system has been in use on the TVR for many years, and TVR Management has no reason to consider changing it.

Hope this helps

Komata

"TVR - serving the Northern Taranaki . . . " 

The prototypes usually use a "horsepower per ton" rule.   This is dependent on the type of train involved AND the terain over which the train is going... in other words, you may require 4 hp/ton to go over a mountain with an intermodal, but the same train may only require 2 hp/ton on a more flat district.

 I don't have any charts showing this in front of me, but I may have one tucked away somewhere.

Paul