NDG Put 2 F-Ms on there, and they WOULD make it. This Time. http://www.railpictures.ca/upload/just-to-prove-it-can-be-done-c-liners-working-with-sd40s-roy-thank-you-for-shooting-this-stuff Next Orders for New Power went to MLW. PS. Note H-16-44 trailing on Eastbound.
The other thing to note is that the two SD40s have slightly different stencilling. The script "Canadian Pacific" on the second unit is smaller than on the lead. Initially they just used the same stencil that was used on the 1st generation units, but after the first 12(?) units were delivered a new diagram was created that stretched out the lettering to provide better balance on the longer carbody.
John
Lithonia OperatorI thought you were talking about UP Big Boy 4014!
I did the same thing, with 4014 in the news lately.
Alas, to the taggers it was just another blank canvas.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
PS. Note H-16-44 trailing on Eastbound.
Thanks MM.
I had a senior moment. I thought you were talking about UP Big Boy 4014! Sorry.
But yes, graffiti on the CP unit is terrible. I hate all graffiti.
BTW, I see where posts about graffiti are prohibited, considered too incendiary. Why is this? It's hard to believe any railroader would defend graffiti.
Kids expressing themselves with "art?" Naaah. Vandalism is vandalism. The graffiti on boxcars really diminishes my enjoyment of seeing trains.
LO-- Top picture with SKA spray painted on the FM/CLC CPR #4104. Could be a 'skoden' varient, which means 'lets go then', a invitation to fight over a perceived insult. Stupid stuff. Tough guy stupid stuff.
I'm told that 4104 was tagged while sitting outside the Ogden Shops in Calgary. Ditto for "CP 7009", the baby Train Master now sitting beside 4104 in Nelson.
Greetings from Alberta
-an Articulate Malcontent
Miningman Graffiti on 4104. Good Lord, not good.
Graffiti on 4104. Good Lord, not good.
Where did you see that?
FYI,
The last two FM/CLC A-units in existence:
The last two photos are from here:
https://bytownrailwaysociety.blogspot.com/
FYI.
Water Train, 3 Cylinder Steam.
Thank You.
Interesting video of that West German tug. Looks like it was government-owned, it was flying the state (government) ensign.
OvermodIf the ash removal pains you, look at the system that was installed on SS Badger to put her back in service.
Indeed - was thinking of that as I wrote...
I had a hard time figuring out why a boat that size had twin screws (engines 520kW apiece) until they mentioned it was a tug. Note the primary airflow (with natural draft!) at about 5:30.
The fireboxes here are very similar to the Vanderbilt locomotive firebox, if you're wondering how that worked.
If the ash removal pains you, look at the system that was installed on SS Badger to put her back in service.
There's a lot of precision fabrication evident throughout. Look at the wear in the steering-engine repeater mechanism... and the original clock-like finishing of the gears and pinions.
NDGSteam @ Sea.
Very cool.
I recall the old "Boblo Boats" running up and down the Detroit River. Passengers could view the engineering spaces, which were all spit and polish.
I did some sea time aboard the only remaining steam reciprocating triple expansion boat in the Navy inventory (and now razor blades) in the seventies. Didn't get down into the engine room at all, but got a peek or two of it - quite the thing. That was on a Liberty ship.
I kind of felt for the fellow in the engine room in the video. Didn't look like his perch was all that comfortable. Granted, he likely had other things to do, but on a longer trip, well...
Of course, the green types would not much care for the smoke, and especially dumping the ashes over the side...
I would get 'seasick' staring at a blurry rock wall for that long! Was the reason behind not flagging ever explained?
He was ' asleep ' in the Caboose.
He SHOULD have gone Flagging as outside Y L.
A ' Lifestyle ' prevalent in that era.
At the Mine, in The Bush and on The Railway.
Cabooses DIED often, before Radio.
Men, too.
The BN once went to Nelson, BC, the line being a remnant of the GN's once extensive Canadian holdings, many of the built so that Jim Hill could spite the CPR, which he was forced out of.
At the time of these photos, the Nelson line was the most northerly point on the BN system.
http://www.railpictures.ca/?attachment_id=33136
http://www.railpictures.ca/?attachment_id=26587
http://www.railpictures.ca/?attachment_id=18702
A slow, backwoods line with little traffic left by the 1980s. And a torturous climb out of Nelson.
Photos from this fellow's account:
http://railpictures.ca/author/Foamer2342
A couple more highlights, the Prince Albert, SK area:
http://www.railpictures.ca/?attachment_id=39458
http://www.railpictures.ca/?attachment_id=15433
http://www.railpictures.ca/?attachment_id=38866
Racing to Vancouver. Note lack of paint, they are on a tight schedule and already very late:
http://www.railpictures.ca/?attachment_id=37382
Now located just northeast of Red Deer, AB, this bridge was originally built across the McLeod River on the Canadian Northern transcontinental line at Tollerton, AB, just south of Edson. After the formation of CN that section of the CNoR was abandoned, and the steel bridge was dismantled and used to replace a wooden trestle:
http://www.railpictures.ca/?attachment_id=24087
The mechanical reefer is probably destined to a Red Deer packing plant that still shipped by rail.
NDG Another Story. Many Years ago when working Tail End I used to sit in cupola of Caboose, Remember them? as train wound and wended it's way West around Kootenay Lake on the Nelson Subdivision. Kootenay Lake. https://www.google.com/maps/@49.6983051,-116.9754519,9z At night one could look across the many bays and curves and see the headlight of the locomotive tracing the way. Out over the lake, then straight, then illuminating the cliffs to the left, then straight for a bit. On and On mile after mile at Track Speed. One view that was always neet to watch as light illuminated a rock face, a Black Hole in front of engine as a tunnel approached. Closer, closer, closer, then it went OUT as lead unit plunged into the hole. A few minutes later into the same hole, with the Caboose, smoke stack spewing sparks as it's draft changed. It was an unwritten Rule all Assigned end cupola Cabeese were to have CUPOLA on West End so Conductor's desk faced the WATER going West rather than rock wall face blurring past 10 feet away from Kootenay Landing to Balfour. Conductor's desk faced window to Left. http://www.trainweb.org/oldtimetrains/photos/cpr_rolling/435857.jpg This design was HATED, here. BUT! Prairie Crews liked them. http://www.trainweb.org/oldtimetrains/photos/cpr_rolling/437499.jpg Steel Cabooses ' Drummed ' inside and rode stiff. Wood Cabooses were softer ride on leaf springs and muted inside. However. There were TWO 2 rear end collisions w Steel Cabooses and Conductor SURVIVED. No Flag per Rule 99. Conductor Fired. Caboose on front H-16-44 http://cranbrookhistory.com/image_view.php?ID=35661 http://cranbrookhistory.com/image_view.php?ID=35664 UP Crew asleep. http://cranbrookhistory.com/image_view.php?ID=35647 One old Red Cheeked Conductor with 35 years in was Ranting about the Engineer up front as lamp chimneys shattered, water sloshed from cisterns and windows shut themselves. A REAL rough ride on a Subdivision known for rough rides. The Engineer Hated the Conductor, so he may well have been doing it on purpose?? He was also speeding, the wheel clatter on the 39s a blur, below. It was raining, rocks raining down, too and roadbed embankment sloughing into lake as we watched. The Conductor summed it up. " I don't CARE how FAST the A Hole goes!! HIS end of the train gets there FIRST!! Note handy folding hinged wood framed window screen in side window for ventilation https://archives.techno-science.ca/rendition/preview/MAT-04070-S_4e5ef2e3ecf1af363fd43afb816533f9fd9ffcb6.jpg Years Ago. Thank You.
I would get 'seasick' staring at a blurry rock wall for that long!
Was the reason behind not flagging ever explained?
NDG" Joining the Birds " and still on the TRACK??
Oh, that's good. Yes, thank you is in order...
I can't imagine dolling out $1,000 bucks for an O scale model with sound, digital, lights and all that jazz, plus all the time and effort and whole lot more bucks into the layout itself and the result is that embarrassing horrible awkward totally Mickey Mouse operation.
" Joining the Birds " and still on the TRACK??
NDGCab PRR Baldwin Centipede being used on curvy branch line, nose brushing trees and Traction Motors not being cooled, alternately.
It's not the nose that causes the problem; it's the pilot. Remember this is an articulated underframe...
Scene;
Cab PRR Baldwin Centipede being used on curvy branch line, nose brushing trees and Traction Motors not being cooled, alternately.
Engineer yells "DUCK " as Nose just clears a 3-Foot Maple on left side.
Fireman Replies; " No, it was a Robin! "
NDGOn front engine pilot it would follow curves better.
This was explicit in the N&W class A design, where good headlight 'coverage' was significant. Prior to that it was fairly common on Mallets, and I'm surprised the author of the 2-10-10-6 didn't make that notation.
But even so, you're going to want a flexible headlight mount relative to the rigid wheelbase of the forward engine, which will still have the characteristics of a 2-10-0 relative to the physical hinge point. This almost of necessity would have to be a proportional air setup with feedback control near or at the moving light itself, not the 'motor' doing the actual motion. I would actually recommend a mechanical clutch or brake, which would engage promptly upon indication from the crew that the light was pointing 'where they wanted' to prevent overshoot or 'porpoising' around the commanded holding position.
But even so, you're going to want a flexible headlight mount relative to the rigid wheelbase of the forward engine, which will still have the characteristics of a 2-10-0 relative to the physical hinge point. This almost of necessity would have to be a proportional air setup with feedback control near or at the moving light itself, not the 'motor' doing the actual motion.
tree68As for a moveable headlight, a system of sensors and servos would make it a breeze. No need for a complicated mechanical linkage or air system.
And adding CCTV as in the Castor project would be simple, too, using nothing that wasn't available in the immediate postwar 1940s. One suspects that if it would stand up to suicide bomb runs it could be made to work on Rogers Pass...
I mentioned what the CP actually used as an approach for steerable headlights in this period.
The older 'approach' used relatively cheap cable, and it would be interesting to see the arrangements used in the cab to steer the light and hold it in position, and to center it again when no longer being used 'off-axis'. Presumably there were adequate means to adjust slack length in the cables (and compensate for severe temperature swings while running) and to 'adjust out' thermal expansion in the boiler similar to how throttle linkages were arranged. I suspect this is why two cables, in a pull-pull arrangement, would have been used to align the light practically. NDG or others may know if Bowden cable was ever tried for the purpose.
The air approach, interestingly enough, could have been made fully proportional very easily, using nothing more than a typical air-throttle actuator (which is as good as a Hadfield for skewing rapidly to a given position and then holding it mechanically). It would be interesting to see exactly how the steering arrangement was actually set up -- probably with neither a proportional valve nor a positive-location brake. Either of these would have fixed the 'overshoot' problem more or less effectively. The apparent fact that CP discontinued steerable lights rather than address this indicated to me that the full cost of an electrical steering system would not have been justifiable; many of the modern devices that would make this a 'breeze' either didn't exist in the presumable era this locomotive would be operating or would have cost far more than the air alternative.
It does have to be said that much of the research into control fluidics didn't take place until the late 1950s, so some of the knowledge of how to implement something like PID control strictly with air would not have been 'in the literature' for CP to use. But I have to admit that locked sync from, say, horizontal sweep levers in the cab to the ends of a proportional air cylinder doesn't seem like anything early-Forties tech didn't already have an answer to; the control on the Vulcan 'conversion kits' for Franklin type D on S160 2-8-0s had already solved it by the late Forties.
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