SW switchers Windows

[CSSHEGEWISCH]

EJ&E used Hancock air whistles on some of its centercabs.  I'm not sure how many actually had them  or how long they lasted in service.

[NDG]

 

 

Thank You for clearing that up, my Computer skills are NIL, re apps and features!!

Looking at your better image of CP 7028, it looks more 'human' than I thought!  Eyes = Eyes, Headlight = Nose and Smile = Mouth.

Yes, I AM losing it!

This version of paint job was known amongst the foamers as 'The Smile Scheme' and was in use briefly in 1948-1950, and appeared on Alco/MLW and Baldwin Switchers, also the RS2s and Road BLWs.

http://www.trainweb.org/oldtimetrains/photos/cpr_diesel/8404e.jpg

http://www.trainweb.org/oldtimetrains/photos/cpr_diesel/8404_table.jpg

The RS2s operated long hood front. Short hood has stack for S/G.


'Smile' S2 and new MLW Hump Booster in Black and Yellow @ St Luc, Montreal 1951.

http://www.trainweb.org/oldtimetrains/CPR_Toronto_Yard/B-101.jpg ( Caption re location is in error. )


Rear view 'Smile' scheme in Colour. No Eyes, tho'.

http://www.mountainrailway.com/Roster%20Archive/CP%207000B/CP%207020-2.jpg

I see the NH F-M has the air whistle in lieu of a Horn.

Re round window. O T.

I understand that CN 6400 4-8-4 had a motor-driven spinning window on Engr's. side when new.

https://farm4.staticflickr.com/3144/2621880601_4f56d8863d_b.jpg

And CN 6000 4-8-2 had an angled window in front of Engr for some of it's life.

http://www.dlasco.com/Photos/CNR/album/slides/CNR%206000.html





Thank You, Sir.

[Overmod]

NDG

This Site shows that CP used white paint? and created 'Eyeholes' on front windows of SOME Alco/MLWSwitchers c. 1948/49.

From the quoted site, more direct to find -- this is what he means:

I'm surprised the Thomas the Tank Engine or Chuggington people haven't seized on this prototype, as it sure is anthropomorphic in the right charming sense... specifically what are these 'eyeholes' intended to do?

Some snow-fighting equipment has a similar 'vibe' when equipped with those circular wipers (as found on ships) -- were those ever applied to switchers?

 

NH 1609 showed up and made the day.

https://www.flickr.com/photos/alcomike/8163201484/

 

[NDG]

 

This Site shows that CP used white paint? and created 'Eyeholes' on front windows of SOME Alco/MLWSwitchers c. 1948/49.

http://www.trainweb.org/oldtimetrains/photos/cpr_diesel/S-2.htm

CP 7013 is a repaint from Black, and has Eyeholes.

CP 7028 is a repaint, Ditto.

CP 7088 is New from MLW and has Eyeholes.

This view shows Eyeholes from rear thru windows.

http://www.trainweb.org/oldtimetrains/photos/cpr_diesel/7108.jpg

In later years CP just went simple, as here.

http://www.mountainrailway.com/Roster%20Archive/CP%207000B/CP%207037.htm


Back in the Sixties we went to Springfield, Mass. on the New Haven, the FL9 up front had a Hancock Air Whistle and I found it was lovely to hear in the train, but, not that loud, as the whistle faced front??

New Haven fitted some of their early Diesels with a true whistle, operated on Air, right from the Factory.

https://upload.wikimedia.org/wikipedia/commons/f/fe/New_Haven_Alco_HH600.jpg

In corner of Hood and Cab roof.

https://c1.staticflickr.com/9/8322/7995073952_f6529a5880_b.jpg

We stayed in the NH Roundhouse that night as Foreman had beds there for a road crew that was not that night, Alco switchers passing outside tooting their Air Whistles from time to time, in conjunction w/ the Chirping Turbos on the 539s.

A DSG Moment.

The Central was hammering thru from time to time on the B&A, running almost new U25Bs drenched in oil and looked like S.

The merger was not far away.

NH 1609 showed up and made the day.

Altho' the FL9s had whistles, it seems many of other NH Diesel units had Air HORNS.

https://c1.staticflickr.com/1/778/22374944650_041f285334_b.jpg

Blah, Blah, Blah.

 

 

[CBT]

BaltACD

 

 

CBT

I noticed a picture in a book that has two SW switchers with the two windows over below the whistle that were covered up. Is there a reason for this?

Thanks,

        Chris

 

 

Without a picture of what the OP was looking at - it is hard to surmise the question he is asking. 

I am looking at something white in the sky, what is it?

 

the picture above the chessie system pictures accurately represents the horn location

[BaltACD]

CBT

I noticed a picture in a book that has two SW switchers with the two windows over below the whistle that were covered up. Is there a reason for this?

Thanks,

        Chris

Without a picture of what the OP was looking at - it is hard to surmise the question he is asking. 

I am looking at something white in the sky, what is it?

[CBT]

This is quite interesting!

[tree68]

Overmod

 

 

ndbprr

Maybe somebody could post where the whistle is on an SW switcher. Lol

 

 

 

Curiously, while everyone else showed where the horn was located on an SW-type switcher, Overmod shows us an actual whistle.  New Haven was probably the largest user of the Hancock Air Whistle, but not the only user.  It sounded like a steam whistle.  I've used one.  Unfortunately, I don't believe they meet with current sound level standards, so you'll not find them in use in places where those standards must be met.

[Overmod]

ndbprr

Maybe somebody could post where the whistle is on an SW switcher. Lol

[BaltACD]

ndbprr

Maybe somebody could post where the whistle is on an SW switcher. Lol

 

 

 

 

[ndbprr]

Maybe somebody could post where the whistle is on an SW switcher. Lol

[NorthWest]

Interesting; I had never thought of that.

This situation is ironic in many ways, as at least part of the reason that Alco redesigned the HH series was to create a lower hood to compete with the other builders. This involved creating a shorter engine by altering the 538 into the 539 so the hood could be lowered and windows installed. Then these windows were often plated over.

[Overmod]

NorthWest

Generally the two windows atop the hood were plated over because they allowed sunlight to heat up the cab to uncomfortable temperatures, especially in warmer climates. They also weren't really useful for visibility unless a crewmember is standing right in front of them.

Since an RS3 was mentioned:  When I turned 4, I was treated to a ride (with throttle and brake time) on a consist of Jersey Central six-motor RSDs.  With the lead locomotive running long-hood-forward the little windows were essential in seeing the exhaust to ensure there wasn't too much smoke at any particular time.

(That was my introduction to 'you blew the wrong horn' although it wasn't explained to me until much later; I thought there was one horn high-pitched and the other one lower, and they were meant to do different things...)

[samfp1943]

zugmann

 

CBT

Do you know what the new requirements that took affect in 1981 were?

 

 

 

 

 

Look up 49 CFR Part 223 (one link here).  Has to do with safety glazing standards for windows.

 

  I thought this was very interesting:

 "Appendix A to Part 223—Certification of Glazing Materials"    

  {Never had I imagined that the window glazing material would be put throught testing so thorough.} 

I have had truck windows broken out{by lug nuts, rocks, debris from other's wheels, and once a wild turkey} while driving, and consequently, I just thought that railroad applications while tough, would have been roughly equivalent, strength wise...My mistake.

See below:

a. General Requirements

(1) Each manufacturer that provides glazing materials, intended by the manufacturer for use in achieving compliance with the requirements of this part, shall certify that each type of glazing material being supplied for this purpose has been succcessfully tested in accordance with this appendix and that test verification data is available to a railroad or to FRA upon request.

(2) The test verification data shall contain all pertinent original data logs and documentation that the selection of material samples, test set-ups, test measuring devices, and test procedures were performed by qualified personnel using recognized and acceptable practices and in accordance with this appendix.

b. Testing Requirements

(1) The material to be tested (Target Material) shall be a full scale sample of the largest dimension intended to be produced and installed.

(2) The Target Material shall be representative of production material and shall be selected on a documented random choice basis.

(3) The Target Material shall be securely and rigidly attached in a fixture so that the fixture's own characteristics will not induce test errors.

(4) The Target Material so selected and attached shall constitute a Test Specimen.

(5) The Test Specimen will then be equipped with a Witness Plate that shall be mounted parallel to and at a distance of six inches in back of the Target Material. The Witness Plate shall have at least an area which will cover the full map of the Target Material.

(6) The Witness Plate shall be an unbacked sheet of maximum 0.006 inch, alloy 1100 temper O, aluminum stretched within the perimeter of a suitable frame to provide a taut surface.

(7) The Test Specimen will be positioned so that the defined projectile impacts it at an angle of 90 degrees to the Test Specimen surface.

(8) The point of impact of the defined projectile will be within a radius of 3″ of the centroid of the Target Material.

(9) Velocity screens or other suitable velocity measuring devices will be positioned so as to measure the impact velocity of the defined projectile within a 10% accuracy tolerance, with test modifications made to guarantee that the stipulated minimum velocity requirements are met.

(10) The Test Specimen for glazing material that is intended for use in end facing glazing locations shall be subjected to a Type I test regimen consisting of the following tests:

(i) Ballistic Impact in which a standard 22 caliber long rifle lead bullet of 40 grains in weight impacts at a minimum of 960 feet per second velocity.

(ii) Large Object Impact in which a cinder block of 24 lbs minimum weight with dimensions of 8 inches by 8 inches by 16 inches nominally impacts at the corner of the block at a minimum of 44 feet per second velocity. The cinder block must be of composition referenced in American Society for Testing and Materials (ASTM) Specification C33L or ASTM C90.

(11) The Test Specimen for glazing material that is intended for use only in side facing glazing locations shall be subjected to a Type II test regimen consisting of the following tests:

(i) Ballistic Impact in which a standard 22 caliber long rifle lead bullet of 40 grains in weight impacts at a minimum of 960 feet per second velocity.

(ii) Large Object Impact in which a cinder block of 24 lbs minimum weight with dimensions of 8 inches by 8 inches by 16 inches nominally impacts at the corner of the block at a minimum of 12 feet per second velocity. The cinder block must be of the composition referenced in ASTM C33L or ASTM C90.

(12) Three different test specimens must be subjected to the ballistic impact portion of these tests.  (emphasis added)

{ There is more , but the Poster can get the drift of this.

[CBT]

Thanks guys!

[zugmann]

CBT

Do you know what the new requirements that took affect in 1981 were?

 

 

Look up 49 CFR Part 223 (one link here).  Has to do with safety glazing standards for windows.

[tree68]

Leo_Ames

A lot of locomotive and caboose windows were plated over...

NYC RS3 8223 (and I'm sure many others) had the center windows on the long hood end replaced with sheet metal.  That has since been removed, and the windows are back in place.

[CBT]

Do you know what the new requirements that took affect in 1981 were?

[Leo_Ames]

And safety standards did in those that survived since there was little reason to retrofit largely unnecessary windows like these with the required glass that was expensive.

Yard locomotives restricted to yard service weren't required to have such safety glass, but then they couldn't be used for something like a transfer run or a local. So few Class 1's took advantage of that option.

A lot of locomotive and caboose windows were plated over back in the late 1970's and early 1980's when the FRA implemented their standards that took effect in 1981. 

[NorthWest]

Generally the two windows atop the hood were plated over because they allowed sunlight to heat up the cab to uncomfortable temperatures, especially in warmer climates. They also weren't really useful for visibility unless a crewmember is standing right in front of them. In addition, they were something else that can break.

[CBT]

I noticed a picture in a book that has two SW switchers with the two windows over below the whistle that were covered up. Is there a reason for this?

Thanks,

        Chris