another, same time frame
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lvrr325 wrote:Based on the pantograph removal and the lettering, it appears they were modified to only have one operational cab? Note the pan, road number and a small "F" all on the same end of the shots of the '73 and '77 above (although, oddly, the engineer's side of the '77 has the number at the rear). Normally a unit that can be operated in either direction is marked F1 and F2 at each end.With a double end electric locomotive one end was designated the front and this end had the "F". The other end did not have an "F". In the case of the jets, they were double ended motors and I don't think this was changed on the 4973 and 4977 after they were confined to freight service. As for the cabs themselves, one was the no. 1 end and the other the no. 2 end. On these locomotives the no. 1 end had the air brake equipment in the nose while the no. 2 end had the MG set in the nose. Seems to me the batteries were also in the no. 2 end nose but I will not swear to that, it has been a long time since these motors have been around and since I ran them. On most if not all electric locomotives the handbrake was also on the no. 1 end and this was the situation with the jets too.
lvrr325 wrote:Yes, what I meant to say is most locomotives with dual controls are designated with a #1 and a #2 end, appearing on the sides as F1 and F2, it's odd these are marked the same as say an F7A would be.Per government regs., only an "F" on one end, don't believe me, go look at an Amtrak electric engine and see if you find an "F" on both ends. Not unless things have changed since my working days.
lvrr325 wrote:Based on the pantograph removal and the lettering, it appears they were modified to only have one operational cab? Note the pan, road number and a small "F" all on the same end of the shots of the '73 and '77 above (although, oddly, the engineer's side of the '77 has the number at the rear). Normally a unit that can be operated in either direction is marked F1 and F2 at each end.No, It was simply removing a surplus pantograph and saving money on paint (why put the road number on twice? On the GG1s, i think the "double road number" is a carry over from the PRR) and I've seen them run both ways.
Noel Weaver wrote:With a double end electric locomotive one end was designated the front and this end had the "F". The other end did not have an "F". In the case of the jets, they were double ended motors and I don't think this was changed on the 4973 and 4977 after they were confined to freight service. As for the cabs themselves, one was the no. 1 end and the other the no. 2 end. On these locomotives the no. 1 end had the air brake equipment in the nose while the no. 2 end had the MG set in the nose. Seems to me the batteries were also in the no. 2 end nose but I will not swear to that, it has been a long time since these motors have been around and since I ran them. On most if not all electric locomotives the handbrake was also on the no. 1 end and this was the situation with the jets too.The batteries were definitely on the No.2 end, as i've heard stories of incredible battery acid smell in that cab.
Noel Weaver
green_elite_cab wrote:For sure I should have remembered that, they really did stink.lvrr325 wrote:Based on the pantograph removal and the lettering, it appears they were modified to only have one operational cab? Note the pan, road number and a small "F" all on the same end of the shots of the '73 and '77 above (although, oddly, the engineer's side of the '77 has the number at the rear). Normally a unit that can be operated in either direction is marked F1 and F2 at each end.The batteries were definitely on the No.2 end, as i've heard stories of incredible battery acid smell in that cab.
RDGTRANSMUSEUM wrote:here is another from my collection,taken summer 75. i remember the train line routed thru the headlight seemed odd.It had definitely been in storage for a year or so at this point, never to run again.
green_elite_cab wrote:The 4976 was not one of the ones that were used in freight service on the former PRR lines in New Jersey. Most likely as stated this engine was on its way to the scrap yard. My explanation for the hose in the headlight, most likely a runaround hose because the air brakes could not be made operable and the train line through the locomotive is busted, missing or badly damaged. Use of a runaround hose would allow air to pass through the locomotive to cars behind the thing. Use of runaround hoses was common on hospital or scrap trains over the years and I would suspect still today.RDGTRANSMUSEUM wrote:here is another from my collection,taken summer 75. i remember the train line routed thru the headlight seemed odd.It had definitely been in storage for a year or so at this point, never to run again.