In other posts, Ross Rowland tells how the throttle shut off problem was solved when Cab Signals with Automatic Train Stop were installed on Chesapeake & Ohio 614 so it could run on New Jersey Transit in the mid 1990s.

Boy, isn't that the truth.
People simple reject that which goes against what they want to be so. Evidence? Hey, who cares, if it doesn't back up your take on something?
I recently read that a DA in court cases says it's getting harder and harder finding jurors who can open minded about anything. He said one recently said, "I can just tell if someone is guilty or innocent, and anyone trying to push evidence on me must be trying to pull a fast one on me..."
How can you even have a discussion with a mind like that?

Below is a screen shot from 4014's cab from a video that was posted on Facebook showing a console that appears to have screens that both the engineer and fireman can see:



Here is a link to the original video, shot by a local TV station reporter:

https://www.facebook.com/wibwDougBrown/videos/152482807011981

Wow, that is the most intrusive console anyone could have designed. I guess a small ipad-like screen the crew could glance at if they want to isn't enough.

No worse than the installation locations on a lot of diesels. That looks like the boxy standard Wabtec I-ETMS screen, but I've never seen a double sided one before.

I wonder if it was deliberately placed well away from the boiler to keep it cool?

I have been on several UP diesels that had the front/back PTC display setup. Haven't seen the slope screen ones previously.

That'd have to be a given. You wouldn't want that anywhere near a firebox, but it clearly has to be in the cab and within sight of the crew...

No.

No, it is not.

There have ALWAYS been people who have ignored facts (or, more accurately, selectively presented "facts"). It's not just this "era."

The difference now is that, while in earlier days editors and publishers would refuse to publish at least some of the fact-rejecting speculation and falsehoods, and thus such blather would be "censored" by being unable to reach the "marketplace of ideas," today's online universe has eliminated most such restrictions, and we are now able to at least be exposed to such contrary/preposterous thinking without the expense of someone self-publishing books, starting up a "pirate radio station," or the like.

That distinction is critical.

I'm still debating whether the supposed people who allege "the moon landing was a staged hoax!" truly believe this, or are all just part of a widespread practical joke against the rest of us.

Converting a diesel or steam locomotive isn't that big of a deal in regards to PTC. It would cost around $13,000 and take 2-3 days to install. The infrastructure to make PTC work for a railroad is enormous and complex. There isn't that much to PTC in a locomotive. In a nutshell you have...

Two computer screens. One for the engineer with functional buttons. One of the Conductor with no functional buttons.

Two 220 MHz, roof mounted radio antennas (often called ice skates), one receives data the other transmits.

Two cellular modems.

Wi Fi antenna, Two GPS Antennas (transmit and receive), Cellular Antenna. There is a single antenna that can combine all three of these.

A small computer (TMC train management computer) weighing 20 pounds, 5 amps/13.6 Volts, 12"X 12"X 9". This computer is the brains of the PTC locomotive system.

PTC data recorder. Similar to a black box on a airplane. 27 pounds, 74 volts, 5 watts.

74 VDC-13.6 VDC power supply converter.

Penalty and emergency magnet brake valves installed in the air brake piping.

A cut out electrical switch box for PTC.

Wheel tachometer sensor.

Wire harness.

PTC does three things. It blows the horn at crossings if not activated prior (note the PTC horn blow is one long blow), it puts the train into penalty applications for various reasons, and it puts the train into a emergency. A route is entered at the beginning of the shift into the PTC computer. The route shows you things on the computer screen such as grades, signals, speed limits, restrictions, sidings with length, other trains, and it calculates how long it will take you to stop in real time at the speed you are going with the tonnage you are hauling.

If you go too fast over the speed limit it will give you a penalty application. If you run a red signal it will give you a emergency application. Not hitting the alert button will give you a penalty as well as going too fast through a speed restriction. There are many other instances which will give you penalty or emergency application which you should already know.

Most people including myself like the PTC system as it gives you a wonderful view of everything that is happening ahead of you including signals you can't see yet. It reminds you of speed restrictions and shows you when you are going up or down a grade and curve speed. The calculation of how long it will take you to stop when approaching a red signal is helpful. PTC does have it's problems as communication is sometimes lost when going through tunnels or other mountain areas.

In regards to the Big Boy. I believe it is pretty much mandatory now that all lead locomotives must have PTC installed on Class one railroads. PTC essentially gives you a similar view to what a dispatcher sees. You are much, much safer with PTC installed.

Thanks Tom F. for that very comprehensive explanation. Makes sense. I'm sure that all mainline steamers will soon be PTC compliant and that's a good rhing.

Onward & Upward !! Ross Rowland

The PTC onboard computer should also be continuously downloading the latest temporary speed restriction list (TSR list, or whatever Wabtec is calling it) from the wayside network. This action allows the onboard system to provide enforcement for the continuous changing conditions on the railroad. Besides providing enforcement for TSR's, the system is providing enforcement for permanent speed restrictions and can be used to provide enforcement for a multitude of other scenarios, conditions or events.

Regarding price associated with the onboard equipment, the number that I kept hearing was closer to $250,000 per locomotive. $13,000 definitely seems too low to me.

Back in the day, you had to actually encounter one of these tinfoil-hat-wearing types and most likely you would see them for who they were. Their entourage would be quite small.
But today, any idiot can post any moronic thing that pops into their head and they'll find people to eat it up because they can't see the man-child who is taller when he lays down and also plays videogames in his Mom's basement.
Heck, the flat earth thing has really gained traction this way, more so than in the past, in a time when it's clear it's a freaking sphere!
People are just as stupid as they always were, but now you have less of a reason for it. The info is out there but people refuse to accept it. That's especially sad because there's far less of a reason for it now than in the day.

You are very welcome Ross. I know that the majority of us frown when we hear about new technology making changes to the railroad industry. But PTC really is a excellent program written by railroaders for railroaders and it has worked well so far.

No way it is that much. I took PTC training about two months ago with a instructor from Wabtec. He previously did locomotive installations. He said it took a few days and cost $13,000 and that was using Wabtec people. You can order the equipment and do it yourself for probably half of $13,000.

I wonder if it was deliberately placed well away from the boiler to keep it cool?[/quote]

It has a method of cooling