Saturday, June 30, 2018

Burnside Crossing: BRC+CRL/Rock+NS/C&WI(Wabash) over IC


John DeWit Woodlock II posted
IC 9527,CC2007 @ 95th Street-Chicago,IL 24 NOV 96. Please forgive the soft focus. NS`s finest was actually nice enough to let me have a couple of shots before giving me assistance down to ground level from the ex-RI ROW where I had been camped out waiting for this train.
Dennis DeBruler Wow, there are three railroads still using that bridge. NS uses it because the Wabash branch across Indiana (4th District?) used the C&WI branch through here. CRL uses it because it got this Rock Island route. BRC still uses it. This crossing appears to be named Brunside. Connections in the northeast and southeast quadrants still exist. The connectors extend a ways to the east because they have to climb the grade separation.
John DeWit Woodlock II I have never heard the name used on the radio (not say that it hasn`t been, just that I have never heard it used), instead I have heard "the Belt connection", referring to the connecting track on the north side of the bridge, connecting the IC to the BRC, still used quite frequently by the CSS.

Friday, June 29, 2018

Ingot Train

Normally, an ingot train would run inside a mill between the teeming facility in the open hearth building, the mill's yard tracks to let the steel cool, and the stripper in a rolling mill. [PracticalMachinist] Now ingots are obsolete because of continuous casting. The special heavy duty flatcars that carried the ingot molds were called ingot buggies.

Michael Riha posted two photos with the comment: "Been awhile since I posted, so William O'Neal Stringer's post about the ingot train inspires these shots from one of my first trips to Calumet Ave on the lakefront...long before CN or even the casino."
Steven Suhs I recall handling one of these had 2 300’s. Was interesting to hold the speed at 15 mph when loaded when the 300’s did not have speedometers.
Chuck Olen Olejniczak I worked at US Steel South Works where we filled those molds with molten steel from the #4 Electric Furnace shop. They were sent to Gary Works to be stripped and rolled at the plate mill as our plate mill was closed in the early 80's.
William O'Neal StringerWilliam and 2 others manage the membership, moderators, settings, and posts for Friends of The EJ&E RR. Yes, but the steel had different qualities. They made plenty of regular steel at Gary Works.

What we are looking at is really the molds holding the ingots. A machine called the stripper will lift a mold by the round lugs near the top and then a hydraulic plunger will shove the ingot out.



[There are no lugs at the top. Is the base put over a hole and the ingot is pushed through the hole?]

Chuck Roth posted
In front of the caboose is a steel ingot load.
Joe Usselman 95th street

Here we can see why they were called buggies. It looks like just two molds per car 2-axle car.
O Guage
[Another model. Since ingot trains normally stayed in a mill, there won't be too many railfan photos of them.]
[I can't tell how many axles this buggy had.]
[The ratio of one mold per two axles is rather common.]
The buggies were also used to carry trays holding scrap metal that were used to charge open hearth furnaces.
U.S. Steel Gary Works, April 19, 1912
One of the photos posted by Michael Mora about the lighthouses at the mouth of the Calumet River
[Note the cut of ingot cars in the middle of the photo. We are looking at the south side of U.S. Steel South Works.]
Ingot stripper in Homestead, PA  I could not find a date for this photo. The steel mill is not only gone, the brown land has been redeveloped.

John W. Coke shared his post of two photos with the comment: "Lehigh Heavy Forge Corporation, Hot ingot transport car. Photo by Barbara Ryan, Horseshoe Curve, October 2004."
Richard Middlekauff It is used to transport hot steel billets. We used to see them regularly thru Harrisburg from Steelton, hauling billets to Lehigh Heavy Forge. We had a Conrail engineer explain that there was a 16 hour window from when the billet hit the floor of the car to delivery at the forge. They would pull four or five of the cars up from Steelton to the Harrisburg yard. They hustled to connect them to the front of an eastbound stack train and take off.
Patrick Carroll I would assume that it was around 1600*-1800* Fahrenheit

Jason Kliewer
Noe Gutierrez LHFX 37000 is a former Bethlehem (BFIX) car. It's a "hot ingot car"     Four 3-axle Buckeye trucks enables the car to have a rated capacity of 744,500 pounds, or just over 372 tons.


Mikl Lussier commented on John's share
From their site :
<<Lehigh Heavy Forge has earned the elite status of Forgemaster.
Starting with ingots up to 285 tons, our 10,000 ton open die hydraulic press produces the largest forgings in the western hemisphere with ship weights exceeding 166 tons. In addition we also operate a 3,000 ton open die hydraulic press for work roll forgings, billets and smaller forgings of various configurations with ship weights starting at 10 tons.>>

Champlain Bridges over St. Lawrence River at Montreal, QC

(3D Satellite)

(Update: more photos of the construction of the new bridge)

By Fxp42 - Own work, CC BY-SA 3.0, Link
3D Satellite, 1962 Bridge
To summarize some articles, they planed to spend $212 million to rehabilitate the bridge. But evidently as they dug deeper into what needed to be fixed, they decided to build a $5 billion replacement bridge. [2009, July 2011, Oct 2011] A more recent figure I saw about the cost of the new bridge is "only" $4,435 million. So another cantilever truss bridge is being replaced by a cable-stay bridge.

Presentation, cropped
New Champlain Day – Artist Rendition – Infrastructure Canada from mtltimes

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TurtleStrangulation, lots of interesting links in the comments
Construxction of Montreal's New Champlain Bridge
[the middle lanes of traffic are dedicated to public transport vehicles including a light metro line.]
I became aware of this project when Danny Fortier posted two photos with the comment: "M1200T ringer and ringer 900 T at Champlain Bridge." He must be working up on the cable stay pylon.
Andre MylocoposAndre and 111 others joined Manitowoc Crane Enthusiasts within the last two weeks. Give them a warm welcome into your community! Clarification: the black boom one is a 900 US ton and the blue boom is a 1433 US ton unit, one of only 3 built.

Screenshot @ -0:12 from Danny Fortier posting
Andre MylocoposAndre and 111 others joined Manitowoc Crane Enthusiasts within the last two weeks. Give them a warm welcome into your community! 4 MLC650 VPC Max units on site in addition to the two M-1200 ringers

A challenging 42-month timeline has been established for construction of the new bridge....
To meet the challenging timeline, the decision was made to maximize the prefabrication of concrete and steel parts and assemble some on site and some off-site. For this purpose, a total of five jetties (three for the new Champlain Bridge and two for the new Île-des-Sœurs bridge) will be created during the preparatory phase of work (June to November 2015). They will also allow for dry construction of various parts of the bridge and serve as docks for mooring the many vessels to be used on the Saint Lawrence River. [Engineering]

The problem with prefabricating parts off-site is that they must be built with precision. Modern computer CAD-CAM design should make it easy for different crews to work from the same plans. Shipbuilders proved during World War II that this technique can be made to work because the Liberty ships were built as a set of modules that were lifted into place at a dock for final assembly. All big ships are not built using prefabbed modules. But prefabricating also introduces lots of possibilities that things won't fit when you try to assemble them. By Dec 4, 2017, the contractors had already encountered over 2000 problems that had to be repaired.
“That there are so many problems and that we spend so much time at the site repairing all this, no, it’s really not normal,” an engineer involved in the site, who requested anonymity, was quoted as saying.

The main problems detected were in six areas:
– HOLES BADLY MADE AND MISALIGNED: Some holes are not well positioned in parts that need to be bolted to each other, thus preventing their alignment. Other holes are poorly made and required new drilling.
– POROUS STEEL: Some steel plates from Tecade used in the ‘caissons’ (watertight retaining structures used to work on the foundations of the bridge pier) show signs of porosity. The metal contains bubbles that can compromise its strength. – CRACKED STEEL: They ‘discovered cracks that cross the entire plate in over a dozen locations next to the connection holes’, an engineer report from GHD said, who inspected the repairs made to the Tecade caissons.
– DEFECTIVE SCREWS AND BOLTS: Complete boxes of bolts and nuts arrived from Spain with important defects. Several did not have the dimensions required on the plans.
– INCOMPLETE WELDS: Teams of workers had to repair many defects in metal work especially incomplete welds.
– MISSING CONCRETE: The pillars of the bridge are composed of huge blocks. One of them was blown up because of a defect in the concrete used. The workers also had to add concrete in the spacer, a huge piece that must link the two pillars of the main pylon. The piece arrived with holes revealing the metal frame.
Another article [GlobalNews-defects] mentioned bad parts from Spain. I confirmed that Tecade is in Span at their headquarters and Seville.

What is it about Canadian bridge building that they can't get something as fundamental as bolt size correct? The Nipigon River Bridge used bolts that were too long.

There are articles (Feb 23, April 13, June 27) about meeting the December 21, 2018 deadline for opening the bridge. The date had already been moved from Dec 1 to Dec 21. And officials have reserved $10 million to keep the old bridge open until June 2019. The consortium was saying that they will meet the deadline. But after a 9-day strike by the crane operators, they are now saying they are striving to meet the deadline.The strike was by thousands of operators across Quebec, and it was considered illegal. [GlobalNews-strike]
"Officials heading the consortium, led by SNC-Lavalin, insist they’re still striving to meet the deadline, but admit they do need to reassess....The consortium will face a fine of $100,000/day for the first seven days the bridge is late, and $400,000/day after the first week." [June 27] Maybe they should charge the crane union for 9 days of delay.

Another major issue causing delays and cost overruns is that the size of the preassembled parts was based on the old bridge's load restrictions. But after construction started, the government reduced the load restrictions for the old bridge. The government agreed to add $235m to the $4.2b price tag and the 20 additional days to compensate for the increased delay and cost of transporting the parts for the bridge. "Upon completion of the project, the consortium will maintain and operate the new bridge for 30 years." [April 13] So at least the consortium will have to deal with any problems caused by them cutting corners to meet the deadline.

I lost track of how many workers have been added to the project to try to meet the deadline. And that was before the 9-day strike.

Alex Caron posted three photos with the comment: "Construction of new Champlain bridge in Montreal. Manitowocs as far as the eye can see!! Some 16000 , MLC650's, and Grove's visible in the picture."
Charles Klinger Great design on the peirs !
Donnavan Kelley They look cool! But there a pain to build!
Ben StalveyBen and 4 others manage the membership, moderators, settings, and posts for Manitowoc Crane Enthusiasts. Great shots several MLC 650 on this job.
Jim Browne And 2 of the only 4 2250 Ringer's ever built. I think a 900 ton and 1433 ton version?
[Crane rental alone would be a significant expense.]



Maxime Launier posted
M1200 ringer with boom 72. Champlain Bridge Project in Montreal.
Maxime Launier 9474-A 278’ of boom. 1,553,800lbs at 75ft but more impressive is 150,800lbs at 275’ radius. Keep in mind this is a barge chart and the crane is not max counterweight.Francis Letecia Reyna Pawelek Might need it in Corpus Christi harbor bridge soon 
Gonna be 178 feet hi I believe
[The block alone being twice as tall as the men puts in perspective how big this thing is.]
Keven Tremblay commented on a posting
Keven Tremblay commented on a posting
Ben Stalvey shared
Transport of a manitowoc crane for the champlain bridge. This is one of the 46 loads needed for this crane. Delivery is done just before the thaw period. // transport of a manitowoc crane for Champlain Bridge. This is one of 46 loads for this crane that is being delivered right now before thaw period.
Photo Credit: David Raymond
[It has a MLC650 label on it.]
If they did not make the Dec, 2018 deadline, they must have come close if they are selling and hauling away the MLC 650 cranes.

Anthony Lucibello posted two photos.
Maxime Launier This is from the Champlain Bridge Project in Montreal. This 650 has been sold to a company in the US which will pick it up shortly.
Anthony Lucibello Maxime Launier the other crane is a 650 as well right ?
Maxime Launier There are a couple of cranes left. There is another 650 with a luffer on the south shore.



[This link accesses a professional description of the project as an alternative to my babblings. They had to design for an ice load of 3 feet and do wind-tunnel studies of the cables that included ice in the wind. They used stainless steel for the rebar to meet the design goal of 125 years in a harsh climate. Of note is that the completion date is June 2019. I wonder when they gave up claiming Dec 2018. The cost is listed as $2.4b.]

[Note that with no load the counterweight tray has a small radius.]

Andre Mylocopos posted
MLC-650 VPC MAX No.3 w/luffer (there was a fourth as well)
MLC-300 on barge
16000 w/luffer behind 650

Dennis DeBruler It appears that they did not meet the Dec 2018 deadline that they were still promising last Summer to achieve.
Andre Mylocopos posted
M-1200 Ringer on barge
MLC-650 VPC MAX No.1
MLC-650 VPC MAX No.2
16000 top far left
14000 other side of the bridge
Jason NIkl What is the tower crane
Alex Benoit Jason NIkl comansa 21LC550,I m on it on the evening/night shift,it’s sitting at 620’ off the ground

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official photos and videos  I sure hope that link remains permanent

My collected crane photos and progress videos of the construction

Walkway/Poughkeepsie 1888 RR Bridge over the Hudson River

(walkway.orgBridge Hunter, no Historic Bridges, HAER, 3D Satellite (200+ photos))

I labeled this rrMisc as well as rrPenn because several railroads used it. I also labeled it bridgeTruss as well as bridgeCantilever because I might forget that it has cantilevered spans.

There is a river bluff close to the river on the west side, but on the east side there is a long approach trestle. So I also labeled it bridgeTrestle because of the long trestle approach on the east side. That approach is bigger than many complete bridges.

Photo from HAER NY,14-POKEP,8--29 from ny1265
[I wonder if there used to be some industry here. It is now mostly parkland including the Mid-Hudson Children's Museum.]
Photo from HAER NY,14-POKEP,8--3 from ny1265
M'ke Helbing shared a Metrotrails post
Historic postcard image of the Walkway Over the Hudson State Historic Park, originally the Poughkeepsie Bridge, or the Poughkeepsie-Highland Bridge, 
The Poughkeepsie span was chartered in 1871, and the first train rolled over it on December 29th, 1888.
The bridge was a pinch point. It was relied upon by all of those railroads we’ve hiked that siphoned in to the Hudson. The New Haven Railroad and it’s predecessors relied on the bridge from Hartford and areas east, and the lines we had followed for years, such as the Lehigh and Hudson River and Lehigh and New England made connections to this bridge via the Maybrook Line.
The Maybrook Line was part of the New York, New Haven, and Hartford Railroad, but that only came after mergers and such including Dutchess County Railroad, New York and New England, and others.
After the mergers and the formation of Penn-Central, the bridge was burned by an arsonist on May 8th of 1974. Many people believe it was the railroad company itself, because Penn Central had a competitor in the Erie-Lackawanna which used it also.
After the fire, about seven hundred feet of the bridge was wrecked. Tracks and ties were removed from that part because pieces were falling below.
Abandonment also led to the removal of the former Dutchess County Railroad and it’s bridges in 1983, and the Maybrook connection on the west side as well. 
The bridge opened to pedestrian traffic in 2009, at which time it was the longest pedestrian bridge in the world. It has since been surpassed, we believe by a foot bridge in Russia.

M'ke Helbing shared a Metrotrails photo

Wayne Deyo shared
Arthur Erdman NE74 was just leaving Port Jervis for Maybrook when the Lehigh and Hudson River train dispatcher called me in Hoboken to report the bridge on fire and Penn Central has a hold on all Maybrook trains. We wound up sending NE74 to Weehawken where the PC took the train to Selkirk.
Bob McCue posted
May 8th, 1974
This would be the last morning that the mile long, 220 feet high, railroad bridge over the Hudson River at Poughkeepsie, would ever serve railroad traffic. Just after noon a freight with E-L colors on the point crossed over heading easttbound. An hour later a fire would close the bridge to all railroad traffic. With it went the last remnants of the Maybrook rail yard that once served six railroads. The bridge would stand, frozen in time until it was reopened as a public walkway some three decades later.
All the armchair experts will tell you now, how Maybrook was on it's way out anyway. But in 1974 the closing of the bridge and yard was a shock and a blow.
James Tompkins
Russ Nelson The engineer, John May, says that his train was starting fires all the way to Maybrook.
Bob McCue i heard that too Russ..
Larry Jones Fire watch employees were eliminated just prior to this event by PC executives.
George Leroy Tyrebytre The firefighting standpipes were too. Coincidence?
Matthew J. Restivo I always wondered, how could the fire close the bridge permanently? I mean the steel infrastructure was clearly not damaged beyond use by a simple fire and couldn't the tracks and other lighter materials be replaced? Any ideas?
Evan Jennings If the fire was hot enough the steel could loose temper (i.e., loose strength) even if otherwise it appeared undamaged.
Bob McCue Matthew J. Restivo, Penn Central didn't want the New Haven, it was forced on them as part of the merger deal, problem one. Then PC was building up it's yard at Selkirk. All Maybrook was doing was feeding the competition (L&HR AND ERIE) . They also cut the Erie off at Newburgh, wouldn't serve the branch. part of the reason the branch fell off so fast.

Barbara McEvoy commented on Bob's post

Francis Otterbein posted
On May 8, 1974, the Poughkeepsie Railroad Bridge burned. Sparks from either train brakes or engine exhaust caused the Hudson River span to flare up. Penn Central, which owned the bridge, had no guards or maintenance workers on duty, so the fire was not immediately reported.
For hours, pieces of burned wooden planks, and metal plates almost a foot long, cascaded off the bridge to property below, including U.S. Route 9. Embers from the bridge caused dozens of small fires at nearby homes and yards.
Stephen Lessner That fire pretty much killed the L&HR.

Lance Erickson commented on Bob's post
New Haven Rail map of the area. Every form 1 passenger time table had these center fold maps. Wonderful research maternal.

Mike Helbing shared
Bill Rogerson posted
Railroad Bridge crossing the Hudson River at Poughkeepsie, NY
Wayne Hudak New Haven RR
Ray Peacock When we created his website, we used a shot of a train on that bridge taken around 1954 in the masthead. That bridge was decommissioned in the Conrail era due to a fire. It sat unused until repurposed as a pedestrian trail. John Dziobko photo.
Matt Stern posted three photos with the comment:
Linking Highland with Poughkeepsie NY, the Hudson High Bridge is one of the most incredible pieces of railroad infrastructure on the East Coast.
Completed in 1889 at almost 7000ft in length, rising over 200ft from the river, it was built to serve the New Haven Railroad, before falling into the hands of Penn Central, then Conrail. The last train crossed in 1974, after which a fire caused damage to about 700ft of decking. A decade later, despite federal funding, NY State funding, and an offer of additional funds from Connecticut to repair the structure, Conrail formally abandoned the bridge, along with the rest of the Maybrook Line in 1984.
Today the bridge is used as a pedestrian crossing, known as the Walkway Over the Hudson.
Matthew Moretti Very cool photo. It was actually built by the Central New England Railroad which was eventually merged into the New Haven. Interesting fact, the first train that operated over that bridge was hauled by the same locomotive involved in the bridge collapse accident in Tarriffville CT a few years before. It was repaired and returned to service.
Wayne Wanzor Prior to the closure, it was the only rail crossing of the Hudson between NYC and the Albany area. It’s closure created a rail bottleneck at Selkirk which reduces rail capacity for trains from New England heading southward.
Troy Nolen It didn't create any rail bottleneck. Penn Central, who owned the bridge when it burned, was only running 2 trains over it each day, one of which was an Erie Lackawanna transfer freight. PC was trying to route trains via Selkirk because it was more efficient given the low amount of traffic and a dismal future for the line, they were looking to abandon it anyway. There was some speculation that PC actually started the fire, which was a popular thing to do at the time, burn bridges and then abandon lines... happened VERY frequently in the 70's.
James Teehen I have lived in Hyde Park NY just north of this bridge for 29 years. For many years the bridge was in its abandoned state. During the 90s and early 2000s there were many ideas for developing it. They ranged from building a shopping mall on it to reopening it for commuter rail service. In the end the walkway was chosen. It is a nice addition to the region. As far as rail service is concerned the bridge became redundant with the inclusion of the NH into the PC. The whole purpose of the bridge was to give the NH a connection with the many railroads that served Maybrook NY. However when you add Conrail to the scene all of the railroads that served Maybrook were now part of Conrail. This situation ended any possibility of restoring rail service to the bridge. This is a reality that we have witnessed many times in business and technology.However I do have one concern for the Poughkeepsie Walkway Bridge. At some time in the future the steel should be scraped and painted like any other bridge. Because this has not been done in many years it may be an expensive project.

John Goeller what bridge is that in the distance ?
Dennis DeBruler There are not a lot of bridges to choose from, so it must be the Mid Hudson Bridge,
John Goeller I thought it might be the Beacon-Newburgh Bridge.
Dennis DeBruler I noticed that bridge is the next one downstream,


Greg Fealey posted four photos with the comment: "Poughkeepsie-Highland Railroad Bridge."




Greg Fealey commented on his posting

Lance Erickson commented on Greg's posting
 Important emergency route around NY. In case of a 9-11 happens again. But that can never happen again, right? A all bike trail is better. Plus the area has continued to grow since the New Haven RR is gone. They owned the Northeast Corridor NY to Boston and alot in between.
Wayne Koch posted
NYC 5431 Poughkeepsie June 1950. Possibly a Godfather of Rails photo.

Wayne commented on his posting
1876 proposal.
Bill Rogerson posted
Amtrak EMD E8A leading Northbound Train No. 63, the "Niagara Rainbow" at Poughkeepsie, NY - March 11, 1978

CatskillArchive from Poughkeepsie Bridge
[1877 proposal. I'll bet one reason they waited from 1877 to 1888 was for steel to become an economic building material.]

Niel F Davis posted (source) four photos with the comment: "The NYNH&H Railroads High Bridge at Poughkeepsie Ny , it was the NYNH&H Railroads Gateway to the west, it lead to their other big yard at Maybrook Ny , it’s now a hiking trail."



Tim Howard commented on Neil's post

Metrotrails posted (source)
A view of the Poughkeepsie-Highland Railroad Bridge, now Walkway Over the Hudson, at Highland Landing NY along the Hudson

Tim Howard commented on Neil's post
Year 1904

The fire that changed the Hudson Valley: Poughkeepsie railroad bridge blaze turns 45

40th anniversary of the fire in the sky, PoughkeepsieJournal [paycount]
On May 8, 1974, the Poughkeepsie Railroad Bridge burned – and changed history.
[The article includes a video.]
"It was the first bridge to cross the Hudson River between Albany and New York City when it opened on New Year's Day 1889, 18 years after the state Legislature charted the Poughkeepsie Bridge Co. to build it. The 6,768-foot bridge was used to move goods, such as coal and grain, from the Midwest to New England. The goal of the bridge developers was to create an economic boom for the area at a time when rail transport was at its peak. But the economic impact never met expectations. By 1974, few trains crossed the bridge.
For hours, pieces of burned wooden planks, and metal plates almost a foot long, cascaded off the bridge to property below, including U.S. Route 9. According to firefighters on the deck, the rails were twisted from the heat, Decker said. When the cold water hit the hot rails, the bridge shifted dramatically, he was told.
A pumper truck on Parker Avenue was supposed to charge the bridge's water supply on arrival. But firefighters quickly realized the steel pipeline that ran the length of the bridge had burst in several spots. Much of the water they pumped fell to the streets below. Firefighters dropped 2½-inch hoses from the top of the bridge to Dutchess Avenue. Those were then connected to trucks, which pumped water up to the deck."
[Home owners put out fires on their property with garden hoses. A pumper truck hosed flaming debris that was falling onto some propane tanks.]

New York's Railroads, Subways & Trolleys Past & Present posted
Poughkeepsie Railway Bridge over Hudson River viewed from steamship, New York c1907.
Marc Dufour Taken when the bridge was being rebuilt in 1907; you can see the falsework on the right and an erecting crane on the left…

Tommy Byrne posted
New York Central Passenger Train with Poughkeepsie Bridge in background, Poughkeepsie, NY c.1953. Jim Shaughnessy.
Anthon Tana This photo appears in the book "Rails Along The Hudson". Enjoyable book for New York Central fans with a lot of nice black and white photos spanning the steam era through Penn Central. Out of print but copies pop up on ebay.
Rafael Castro That doesn’t look like a passenger train to me. I see a bunch of freight cars.
Ellis Simon Rafael Castro Most likely this is a mail train with a rider coach on the rear.
Vince Walker Explain headend?
Jim Kissel Vince Walker , on many trains, express package, mail and baggage were coupled behind the locomotives. They were then followed by a coach or two. Most of these trains made many or all the stops along the route, as opposed to faster trains dedicated to passenger cars almost exclusively. You'll find trains called something like “Fast Mail”, which look like the one in this photo. The Pennsylvania was also known for tacking on express cars to any available train, just to keep things moving.
Ellis Simon Vince Walker Refers to railcars used to carry mail, express shipments and baggage on passenger trains. Since they were usually placed directly behind the locomotive, they came to be known as head end equipment.
When Amtrak was formed, it did not inherit the express and mail business. Thus, the only “head end” equipment on early Amtrak trains usually was a lone baggage car.
In the 1990s, Amtrak tried to go after express business and purchased several hundred cars and containers for this purpose. However, the business was not profitable. Further, the freight railroads opposed this strategy. Consequently, Amtrak exited the market in the early 2000s.

Wayne Koch shared
Kevin Parks Lots of head end cars and even Flexi-Vans on that train!
Thomas Eide Can’t be 53 flexi vans came later maybe late 50s or 1960.
Dave Saums It can be Flexi-vans if the date shown is wrong. Don't go by the dates in the last Jim Shaughnessy book that was published, as there are very substantial errors. Don't know where this image was picked up from.
Scott Hoffman Looks more like mail express.
Dave Saums Scott Hoffman , agreed. Looks like a mail train. There must be either a commuter run or a through passenger on this train's tail, given the number of passengers already out on the platform.
Lincoln Sander IV But it looks like there's a few FlexiVans back there too, so I'd have to put this later than 1953, more like '62. Have to look up train lists to see which secondary trains had this much head end scheduled daytime through Pok.
Hugh Guillaume Dave Saums There would be a rider car on the hind end but no coaches. Definitely an M&E train.
Dave Saums Hugh Guillaume , yes, as I stated. The passengers on the platform indicate a passenger train or commuter is due, right behind this train. Otherwise, they would be upstairs in the st
[Note the frame for a Gas-O-Meter by the right-most pier. It is rather empty.]