Yep. TP&W got half of EMD F3 four unit demonstrator set 291. TP&W numbered their two units 100A and 100B, the 100B (291B1) was renumbered to 101 when it got a cab with a nose that was slightly shorter than standard.
The road in question is TP&W, and the unit in question was an F3B that had a cab attached to one end.
The modification I'm looking for was only done once, to one unit of a former EMD demonstrator. From the front and an angle it looks like a normal F3, from the side not so much. This unit and another ex-demonstrator (from the same set) were the only F3s this railroad owned.
rcdrye In the covered wagon era, carbody modifications were rare, except for side panels. One railroad did something to an F3 that no other railroad tried. Although the result was not easy to pick up in a photo, it was easily found with a measuring tape.
In the covered wagon era, carbody modifications were rare, except for side panels. One railroad did something to an F3 that no other railroad tried. Although the result was not easy to pick up in a photo, it was easily found with a measuring tape.
Don't know if this qualifies but in 1948, the NP rebuilt the side panels on their F3s as there were problems with the air filters. That changed the early passenger scheme (aka Butterknife) to extend around the front porthole. This then became the Phase II standard.
Did not the Boston & Maine relocate the drawbar and coupler further from the centewr for better operation around curves?
rcdrye, don't forget you're up on this thread, too
Thanks. Great. You did include the B&A-NYC and NYConnecting that many would have left out. And, as usual, I learned something new from your answer. Look forward to your question.
Canadian National Railways (Montreal - East Alburgh VT)
Central Vermont Railway (East Alburgh VT - Windsor VT) White River Jct-Windsor operated by Boston & Maine.
Boston and Maine (White River Jct VT -Springfield MA). Southbound trains operate via CV, northbound via B&M between Brattleboro VT and East Northfield MA.
Boston & Albany (NYC) Springfield Union Station
New Haven (Springfield MA - Bronx NY)
New York Connecting RR (Bronx -Queens via Hell Gate Bridge)
Pennsylvania RR (Queens NY - Ivy City DC)
Washington Terminal Company (DC)
For some periods the train operated Montreal -St Johns QC on CN, connecting with the CV St. Hyacinthe Sub for the remainder of the route.
B&M's portion was made up of a patchwork of owned and leased lines. Between Windsor VT and Bellows Falls VT the line was owned by the Sullivan RR (Except for the ends, the entire railroad was in Sullivan County NH). The portion between Bellows Falls and East Northfield was owned by the Vermont & Massachusetts RR. Both of those companies remained in existence under B&M control until the entire Conn River Line was acquired by Central Vermont on 1987.
The reason is that you are correct. It is East 10o5th Street, and my memory had taken a glitch. Do you have further informatyion on when and who was the customer and what kind of freight?
Name every railroad whose tracks the Montrealer-Washingtonian used. For exanmple, don't leave out Washington Union Terminal.
That's it, as amended.
Freight delivered nominally by the BMT's South Brooklyn Railroad to a costumer wanting delivery (or pick-up) at the Canarsy Station, with rhe road crossing the last on the subway system at East 105th St. Station. Not a usual freight origine or destination, freight at Canarsy may have been a one-time occasion, and the South Brooklyn always used whatever was handy, not just its own equipment. The MUs were probably standard steels, the usual three-car "B" unit, with cabs only at each end, and door-control only in the middle car.
And you did state that an adapter coupler was used, not at all unusual for South Brooklyn.
The answer is far more obvious than anything mentioned so far.
Standard steel MU passenger cars, only equipped to operate on third rail.
CRT would have had coupler problems, as would CA&E.
That rules out the LIRR, which only used locomotives. If a DD1 was not available, an H6 or H9 consxolidation certainly was.
Possibly the CA&E did this on occasion. The Chicago Rapid Transit did have a freightp-line gradep-crossing (ex Milwaukee), but I believe this had overhead wire. The Sacramento Northern also had freight motors, but may have done this on occasion. Ditto the Lackawana and Wyoming Valley (One freight motor). The Wilksbarre and Hazelton?
But with the Laurel line having just one freight motor, logically they could passenger equipment when uit was serviced, But they alsdo use witre on freight sidings.
Is it one of the mentioned operations?
Multiple MU passenger cars, I presumed in a set long enough to span the gap at the grade crossing. At least 2 cars in the picture I saw when I was young.
I am pretty sure there was an adapter coupler to be able to move the freight cars.
The third rail did not, of-course, continie across the road. There were several locations like this on the Chicago Aurora and Elgine, but I do not recall the exact lolcations.
There may also have some on the Sacramento Northern.
And one on the Long Island Railroad on the Long each branch. Saw a DD-1 do the chore.
The electric locomotives on all three railroads were mu-equipped, or did you mean MU passenger cars providing the power?
I'll leave it open a little while longer, but in the meantime:
Where could you find a system switching freight cars across a road grade crossing using third-rail standard MU equipment?
Does anyone still have an interest in this?
I don't think so. What I see is a fairly substantial engine mounted squarely over the driver wheelbase, with the jackshaft far out in front. My guess barring a little better research is that the thing uses some kind of clutch in a mechanical driveline.
I don't see evidence of how that big engine is started. I'd suspect it would be like the very early V-8 GE gas-electric cars, which used something that is its own potential quiz question.
Was it one of the bizarre diesel-pneumatic ones that started on compressed air with steam like cylinders before clutching up the transverse shaft that drove the jackshafts?
The actual jackshaft on this one was ahead of and slightly above the drivers. The engine was higher than that. I subsequently came across a thread on 'some other forum' that actually had a cab-off view of the mechanicals.
This is all well before the United States entry into WWI.
This particular beast has been elusive, to say the least. there are plenty of examples of jackshaft drive for electrics and industrial diesels, including several by Baldwin-affiliated Whitcomb. The only above-the-frame design I've found do far is a New Haven experimental that could be a cousin to the DD1.
The holder of a couple of key patents had his name very prominently painted on the letterboard of the demonstrator engine, even though he appears not to be an officer or owner of the company promoting it. (I'll settle for the name or one of the patent numbers, since you'd need to know about the design to get them...)
Some substantial part of the construction was by the Baldwin Locomotive Works.
Still looking forward.
Not the Thermolokomotive -- the one I'm looking for is even more like the DD1 (or more precisely half of one, like the odd-D): 4-4-0, boxcab, jackshaft ahead of drivers.
The Thermolokomotive actually did run; the problem was its enormous rotating mass and very sharp piston pulses through rods with no cushioning. Early rod electrics had many of the same rod fracturing and general tribology woes...
I'm not sure whether Baldwin contributed to the design, but Sulzer (Switzerland) and Borsig (Germany) colalborated on a direct-drive 1000 HP diesel that was completed in 1913, just in time to go to Germany at the beginning of Word War I. Road tests on SBB showed it capable of about 100KpH if it ran at all. Arranged as a 4-4-4 with a blind center drive between the drive wheels. Not surprisingly, it disappeared during the war. Baldwin magazine did publish an article about the engine in 1926, written by Samuel Vauclin himself.
http://baldwindiesels.railfan.net/magazine-1926/page45.html and
http://baldwindiesels.railfan.net/magazine-1926/page46.html
We had a discussion a few days ago about the development of the PRR DD1's running gear, somewhat unusual for an electric road locomotive. An internal-combustion locomotive using very much the same type of running gear was developed only a couple of years later, with some components of the demonstrator built by Baldwin Locomotive Works. Who can provide the (unsurprising) name of the company, or a picture of the engine?
Look forward to Overmod's question.
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