With all the "gee whiz" technology and modern materials out there for today's model railroadrs out there, and despite the tendency to be interested in operations based on modern prototypes, does anyone out there still model pre-1920's American railroads? Specifically, does anyone use "Link and Pin" couplers in operating their pikes? Or, related to that, does anyone try to simulate the practice of "poling" to do switch moves? I certainly remember when Central Valley used to make operating link and pin couplers in H0 for it's 1890's trussrod cars. Does anyone out there make link and pin couplers today for model railroads?
I remember "in the days of my 'ute" trying to operate with the CV couplers. Setting and pulling the pins with tweezers on H0 cars was a tad challanging. But certainly if might prove and interesting an fun modelling and operational challange to today's modelers. And it just wasn't for backwoods or ng pikes either. Both link and pin and knuckle couplers (see http://en.wikipedia.org/wiki/Coupling_(railway)#Link_and_pin) were used together on mailines before WWI (the ICC finally outlawed link and pins for mainline service). And you didn't need 'adapter' cars either. The knuckle couplers back then could have the knuckle removed (or have a special slot already forged into the knuckle) for use with a link and held in with a pin. Certainly for a model pike, an adapter car could be used to simulate the more ambidextrous nature of the couplers of the old days. And it would certainly spice up yard operations making up the knuckle and the link and pin sections of a train (which, incidently, they also did before air brakes became universal, i.e., they had the air braked cars immediately in back of the engine -- source of air -- and the hand braked cars after). Such operational impositions would make not only yard operations interesting, but also way freight operation too.
As far a poling is concerned, this was a technique of switching a flat yard by using a stout pole (usually hanging off the tender) to push cars on an adjacent track by engaging the pole into special "poling pockets" already present in the end beams of a freight car. In fact, for really busy yards, special poling cars were used for this purpose to more easily facilitate this form of switching. Doing a model of this type of operation would be another special challange that would spice up operation. With the proper kind of gear and a little enginuity, it could be done.
Anyone out there doing these things? Anybody want to try?
FAJ
frankjur wrote: As far a poling is concerned, this was a technique of switching a flat yard by using a stout pole (usually hanging off the tender) to push cars on an adjacent track by engaging the pole into special "poling pockets" already present in the end beams of a freight car. In fact, for really busy yards, special poling cars were used for this purpose to more easily facilitate this form of switching. Doing a model of this type of operation would be another special challange that would spice up operation. With the proper kind of gear and a little enginuity, it could be done.Anyone out there doing these things? Anybody want to try?
Remember poling requires a clear track BESIDE the track you are moving cars on. So if you have a yard big enough where you can afford to keep every third track clear of cars to let the engine run down it, you can use poling. It was also used to move cars around on a track with out having to disturb other cars on the track, in other words industrial switching, not as much flat yard switching.
Dave H.
Dave H. Painted side goes up. My website : wnbranch.com
dehusman wrote:Remember poling requires a clear track BESIDE the track you are moving cars on. So if you have a yard big enough where you can afford to keep every third track clear of cars to let the engine run down it, you can use poling. It was also used to move cars around on a track with out having to disturb other cars on the track, in other words industrial switching, not as much flat yard switching.Dave H.
The poling method is so far in advance of tail [push-pull] switching, is so susceptible to expansion, and has made such an exceptionally good record in passing cars through division, junction, and tide-water terminals with a minimum of delay and damage, that it is generally recognized as one of the best methods of separating and grouping cars. It requires an additional track for the ram or poling engine alongside the entrance leading to the yard. In some cases yards are arranged to enable the poling to be done directly from the receiving yard into the separating or classification yard. The yard engine has a pole attached to the *** beam which is so manipulated as to come in contact with the poling pocket on the rear corner of the last car in the "cut" to be started. Usually a car is built, called a poling car, equippeed with four poles, two on each side, one of which works forward and the other to the rear. This car is also used for the men to ride on, and is probably a safer method of working than to use a pole directly from the engine's *** beam, by which the man guiding it can easily get caught if it should miss its mark or slip from its hold on the car. Frequently two cuts (known as a double cut) are started by placing the pole behind the last car in the first cut and then uncoupling between the two cuts after the cars are under fairly good headway, after which additional momentum is, of course, given the first cut in order to give sufficient room between that and the following cut to enable proper throwing of switches.