NS heritage unit 8103 (N&W) under the Rochester (Pa) interlocking signal November 11, 2015.[attachment=24314]
Charlie

I'll join in Charlie , I took this shot a few years back in South Beloit...

UP SD40-2 Wrote:I'll join in Charlie , I took this shot a few years back in South Beloit...

Wow Deano, that one has no weathering, just like out of the blue box.
Charlie

Check this one out I took in Janesville back when she had a fresh new paint job, Charlie :mrgreen:

That's a beauty Deano

Another locomotive "right out of the box".Brand new CN ES44AC #2959 had just been delivered from the GE plant in Erie PA and was spotted passing through Bayview Junction

A scene from Burlington St. in the busy industrial neighbourhood of Leetown

Dock Street's West End.

Bruce

A shot from the cab of DL&W 664 on one of my first excursion runs. Burnie is at the throttle, he spent over 50 years in the right hand seat for the D&H. An amazing engineer that was more a part of the machine then running it. On the return trip that this pic was taken on, he made a light brake application when we entered the yard limits, sat back in the seat, lit up a cigar, and only touched the horn at the crossings. When we reached the platform the conductor on the ground counted us down to a stop, '' 5 cars, 3 cars, 2 cars, one,,,, that will do." At that point we had coasted to a smooth stop from the yard limits to the platform with out him needing to touch anything in the cab except for the horn. I would like to say that he was showing off, but he way just that good.
[attachment=24331]

Love that interior cab shot!

Ralph Wrote:Love that interior cab shot!

They did a very nice job on the interior too. A lot of restorations only happen to the outside.
Steve, did they upgrade to the 26 brake?
Charlie

No Charlie,,, that cab is 100% original (if you don't count the radio). I believe the two A-units are 24 RL .. The "B" only has an independent. The Delaware Lackawanna is installing 26 in the FA-2. The SW-1 is 6s, and the 0-6-0 # 26 has a 6 E-T. I don't know what's in the NKP GP-9, it's most likely what ever was the "as built stand".

Our S1 had a 14EL brake and I knew every component inside out. I was taught by an old timer named George Hockaday how to rebuild them and I did it every year for 13 years even though they only had to be done every 2 years. I liked the 6 brake. The Geep had a 26. I think they originally had a 24 brake.
Regards
Charlie

Charlie: I don't know brakes. Is the 26 a development of the 6?

BR60103 Wrote:Charlie: I don't know brakes. Is the 26 a development of the 6?

I only know the ones I had, and the 26 is a later brake that has the passenger setting that allows a passenger train with the proper brake valves to do a partial release. Maybe an engineer is on here that can explain it because I never handled a passenger train equipped that way, but I think it was designed so you could go from a 20 pound reduction to a lower reduction causing a gradual release of the brakes, like easing up on the brake pedal of a car. The 26 also had a maintaining feature that kept the air in the trainline from reducing below what your application was. With freight equipment you must completely release the brakes and allow the air to build up in the train line before the next application or you can get into deep do-do. The 6 brake was on lots of older equipment originally including steam, and the 14 was just a little later version. If you make a 15 pound reduction with a brake that does not have a maintaining feature train line leakage will keep setting the brakes harder. I am not good at explaining it but if you normally have 90 psi of air pressure in the train line, the air brake reservoirs on each car will pump up to that pressure. That is why you have to build air when a train is made up. When all the pressures are equal the brakes will release. To stop you remove air from the train line and the air pressure in the reservoirs is higher and the brakes apply. A 15 pound reduction would thus bring the train line to 75 PSI and give a gradual stop. Dumping the train line puts the train in emergency and all the pressure in the reservoirs is used to apply the brakes. One other note, a car (or train not running) sitting long enough can lose all of the air in the reservoirs and the train line, which makes things equal and the brakes will release. That is why they need X number of hand brakes tied down before leaving cars or a train.
The 26 is also very easy to set up to MU or to tow an engine like they do when they have an unoccupied engine on one end of a local.
Regards
Charlie