...

Edward C. Nelson.

The October TRAINS was a much better balanced issue than its immediate predecessor. The New Haven story was top-drawer stuff. So also was the KraussMaffei article. You know, after all the allegations that General Motors had forced railroads to buy EMD equipment under pain of being denied GM traffic, I can't help wondering just what traffic Krauss-Maffei threatened to withhold from the D&RGW and the SP if they refused to buy its diesel-hydraulics. Everybody knows, of course, that no railroad would ever have discarded steam in favor of diesels if it were not for just such pressure tactics! Natch!

Box 171, Richmond Hill 18, N. Y.

Al Franck.

Look for her!

In regard to Herbert H. Harwood Jr.'s pictures in October TRAINS [pages 6 and 7] of the new black paint scheme for New York Central's passenger units: at least one unit, E8 No. 4083, is painted in the new jade green color used on the road's box cars.

It is lettered in white and also has a single white stripe leading back from the herald. Some of the newly painted black units also have the same white stripe.

Alfred M. Gorney Jr.

620 Plant St., Utica, N. Y.

Is this scene familiar?

The accompanying railroad yard scene is supposedly typical of the terminal congestion existing at the time of World War I. Thus far, however, extensive inquiry in various sections of the country has failed to produce anyone who could recall the locale of the photo.

We wonder if the picture will "ring a bell" with any of your readers. L. I. McDougle. Assistant Manager, School & College Service, Association of American Railroads, Transportation Building. Washington 6, D. C.

Finis for Weehawken terminal

In late August a fire destroyed the famous old Weehawken (N. J.) ferry terminal and station of the New York Central's West Shore Line.

Not used since the discontinuance of commuter service over a year ago, the terminal once saw trains of the New York, Ontario & Western as well as the West Shore Line. After passenger service was ended, the terminal was used to store freight cars, and barges were kept in the ferry slips.

Also, recently over 100 feet of West

RIDE THE

DOUBLE HEADER to

SILVERTON!

On North Jersey, L.P. Recording No. 1136

Association of American Railroads.

In some of your recent photos of GP and SD units I have noticed as many as 10 hoses or electrical cables hanging on the front of the pilot to be plugged into, I presume, whatever unit with which the locomotive is to be M.U.'d. In detail, what connections are made with these cables?

James R. Reed.

1610 Metropolitan Ave., Bronx 62, N. Y.

For an "in-detail" explanation we called on Electro-Motive's Al Kamm. We're grateful to him for the following excellent elucidation. - Ed.

During the days of steam locomotive operation a maze of water, air, and steam hoses were connected between the locomotive and the locomotive tender. A single hose for the brake pipe had to be connected between the locomotive and a

freight train. A passenger locomotive would have, as a rule, two additional connections. One was the steam connection for heating the train, the other a signal line to enable the conductor to communicate with the engine crew. On some railroad suburban service the steam locomotive would generate the electric current for lighting the commuter trains. There would then be an electrical jumper cable between the locomotive and the suburban coaches.

Double-heading of a pair of steam locomotives required a locomotive crew in both locomotives. The lead locomotive controlled the operation of the brakes on the train and on the helper locomotive. The helper locomotive engineer had the job of matching his locomotive to the lead engine.

The advent of the diesel locomotive made a radical change in train operation and also necessitated many changes in locomotive air brake equipment. The fact that trailing or helper diesel locomotive units do not have an engine crew requires an altogether different control system from that used on steam locomotives.

It is necessary that the trailing diesel locomotive units obey the lead unit instantly when the throttle, air brake, or sanding controls are operated. The method for controlling the trailing diesel units requires both electric jumper cable and air hoses for pneumatic controls.

The electric control is carried between units by a jumper cable. On the end of every EMD diesel locomotive equipped for multiple-unit operation is at least one jumper cable receptacle. Because of special requirements there can be more than one jumper cable receptacle. Some Union Pacific locomotives have six jumper cable receptacles on each end of a unit. The electrical jumper cables transmit all control and signal circuits between the lead and trailing units.

Directly under the coupler is a steam line on diesel units equipped for passenger service. The steam line is a 2-inch inside diameter line and usually comes | from behind or under the unit instead of through the end plate. The steam line

connection can be present on units which are not equipped with boilers so that steam can be passed through them to a passenger train when the unit is being used in multiple with a steam-generatorequipped unit. Mexico recently received some short-hood GP-18 locomotives equipped with a steam train line.

The largest air hose on the end of a diesel locomotive and usually the only one with an angle cock in front of the end plate is the brake pipe hose for the train brake. Air pressure in this hose is controlled by the automatic brake valve in the cab. The brake pipe hose is to the right of the coupler as you face the end of the locomotive.

Just below the brake pipe is the usual location for the signal line used on passenger trains. This hose is smaller than the brake pipe hose.

The engineer can control the flow of sand from the sandboxes in the locomotive to the rail by an independent sander valve in the locomotive cab. The sander valve operates the sanding equipment of the lead unit. A pair of hoses transmit the sanding control to the trailing units. The sanding control hoses are the hoses closest to the outside edges of the end plate.

Between the sanding hoses and the coupler pocket are the multiple-unit air connections. These hose connections are duplexed - that is, there is a connection on each side of the coupler for each hose. The majority of diesel locomotives in use today are equipped with either 6BL, 24RL, or 26L air brake equipment. 6BL air brake equipment is used on EMD switchers and some of the GP and SD models. The 24RL air brake equipment was the standard equipment used on EMD E-series passenger units, F-series freight units, and on GP and SD units. No. 26L air brake equipment was applied to the GP and SD models in 1958. Since that time some E units have been rebuilt with

26L. A number of remanufactured switchers were also equipped with 26L air brakes.

The type of brake equipment on a locomotive determines the number of M.U. hoses. The first hose out from the coupler pocket on each side is a main reservoir equalizing line and is used to equalize the main reservoir air pressure between units. The main reservoir equalizing line is required on any diesel locomotive used in M.U. operation.

On a diesel locomotive with 6BL brakes, there is an equalizing hose next to the main reservoir equalizing hose. This line applies and releases the locomotive brakes on trailing units.

Locomotives using 26L or 24RL brakes have two hoses in addition to the main reservoir equalizing hose. The hose next to the main reservoir equalizing line is an actuating line. Air pressure in this line releases the locomotive brakes on trailing units.

The second hose on 26L is a brake cylinder equalizing line. This same line is called an independent application and release line on 24RL equipment. On either equipment this line controls the application and release of the locomotive brakes when the lead unit's independent brake valve is being used.

Some railroads modified their 6BLequipped locomotives to use with 24RL brakes. This modified 6BL equipment is known as 6BLC brakes. 6BLC air brakes have both the actuating line and independent application and release line, as on a 24RL brake-equipped locomotive.

Electro-Motive usually delivers diesel units with only one hose for each M.U. air line at each end. The other M.U. line connection is plugged with a pipe plug. Some railroads put hoses on all the connections after the locomotives are delivered. Each air line except for the brake pipe has a cutout cock to shut off the air to the hose. These cutout cocks are located in the underframe piping of the locomotive behind the end plate. I

AND THE RAILROADERS AT WORK AFTER DARK NIGHT TRAIN brings the most extensive collection of nighttime railroad photographs ever gathered under one cover. It sheds a new graphic light on the railroad in action. A how-to-do-it section is presented, plus a description of each scene illustrated.

NIGHT TRAIN is a generous 128 page (8 x 11") book of the highest quality for perfect picture reproduction. Over 140 illustrations and two editions to pick from.

REGULAR EDITION - $5.75 - DELUXE EDITION - $7.00 Books postpaid on receipt of purchase price no COD's please. California Residents Add your 4% State Sales Tax.

PACIFIC RAILWAY JOURNAL

OF BOOKS & TRAINS

edited/DAVID P. MORGAN

Logging Railroads of the West, by Kramer Adams. 1961, 8" x 101⁄2", 164 pages. $12.50. Superior Publishing Co., 2809 3rd Ave., Seattle 11, Wash.

Railroads in the Woods, by John T. Labbe and Vernon Goe. 1961, 84" x 11", 269 pages. $10. Howell-North, 1050 Parker St., Berkeley 10, Calif.

THIS has been a bonanza book year for railroad readers, and not the least evidence of that fact is the publication of not one but two excellent titles on logging. They fill an empty space on the shelf, for the hauling of logs out of the woods by rail constituted a world unto itself as distinct from conventional common carrier operation as was the interurban. The logging pike, with few exceptions, was by its very nature temporary, and therefore it had to be cheap. Expediency was mandatory and it took the form of link-and-pin couplers, hand brakes, adhesion grades of 10 per cent and more (and inclines in excess of 70 per cent), creek-bed routes, and timber trestles towering 200 feet and more in the air. If the logger's right of way looked like a leftover from Brady plates of Civil War military railroading (with no ballast, wooden cribbing instead of fills, spliced rails), his equipment had no precedent at all. He invented as he cut deeper into the forests: tower skidders to drag logs of up to 80 feet to the railhead, loaders to lift them atop often disconnected trucks, geared and swivel truck engines to take the loads down to

All items available in rich gold or silver finish accented with black to bring out the minutest details. All handsomely gift-boxed.

E-Key Chain

"DROVER'S CABOOSE"

Add 10% Fed. Tax to All Items (Mail Check or M.O.-No C.O.D.'s)

P.O. BOX 328, DOBBS FERRY, N. Y.

8mm. MOVIES

(All Listed Movies Are in 8mm., Black and White)

AND

2" x 2" COLOR SLIDES

LARGEST SELECTION OF RAILROAD
SUBJECTS AVAILABLE ANYWHERE!

HUDSONS of the
NEW YORK CENTRAL

Photographed by Gene Miller

Gene Miller's motion picture coverage of the Hudson goes clear back to the mid-1930's, and shows a wide range of differ ent engines all the way from No. 5233 to No. 5466, powering many of the famous name trains of the era. Two of the streamlined Hudsons are shown as they were originally delivered, and in the war years with their streamlined sheating removed. This film is all Hudson, and all action!

810-265, 8mm. version, black and white, about 200-feet, pp-18c

$6.98 $22.98

620-80, 16mm. silent version, black and white, about 400-feet, pp-14c VINTAGE STEAM RAILROAD 8mm. MOVIES FROM FOOTAGE IN THE COLLECTIONS OF THE LIBRARY OF CONGRESS

the mill, houses-on-wheels for portable camp living and eating quarters. A few giants of the industry wound up emulating class 1 roads to the point of steel bridges and compound 2-8-8-2's whose economics hold diesel trucks at bay to this day, but the vast majority of operators railroaded in the awareness that engines and rails ate up 40 per cent of their total expenses and that logging was the original here-today, gone-tomorrow business.

The definitive pictorial tribute to this vanished age is Railroads in the Woods, a beautifully printed portfolio of 440 photos accompanied by informed and instructive comment and captions. Seldom has more absorbing railroad illustration been placed between hard covers. The content is regional - Washington and Oregon - but this is no handicap for the student of logging railroads per se, for in the Pacific Northwest timber transport ran the gamut from Bridal Veil Lumbering 0-6-0T's skidding logs between the rails to Weyerhaeuser Timber Mallets comfortably handling 90-car trains. Authors Labbe and Goe explore their subject in all of its ramifications, deftly including the odd (a homemade chaindrive locomotive with a donkey engine and a stationary boiler from China) and the tragic (a proud engineer with his Climax and the runaway of it that killed him three days distant) and the spectacular (Weyerhaeuser's still-in-service Baird's Creek Bridge, 1130 feet long, 235 feet high) without glossing over the fundamentals of right of way, equipment, operations, and economics. The photos not only suggest the strange proposition that geared railroading in the woods was far better photographed 50 years ago than was its rod-driven common carrier connections but indicate that whoever laid out Railroads in the Woods knows, instinctively, which prints deserve enlarging and which do not. A dandy.

Logging Railroads of the West leans toward a 50-50 mixture of text and photos, which gives author Adams (who handles Weyerhaeuser p.r.) a chance to unlimber a chatty typewriter. His is a conversational style that manages to produce a ledgerful of facts and figures without derailing readability. One finds that an erudite discussion of gauges (they ranged from 21 inches to 9 feet in the Western woods) keeps company in the same book with the hilarious explanation of an engineer who survived the fall of his engine from a trestle: "A candy run, boys. When she started to roll, I tried to figger out how many times she'd turn over and which way she'd land. I had to throttle her a couple of times to keep her on course, but she landed on her wheels just like I figured, though a big cedar damned near ruined my calculations." Kramer Adams, then, does a professional job of implementing the wisdom of the old-timer who advised him, "If you're going to write a book on logging roads, you can't lie fast enough to keep up with the honest facts." For the logger, the railroad was a means toward an end, so bothered not by regulatory commissions or the standards inherent in interchange, he rough-hewed his way back into the tall timber - by rails, gears, skylines, inclines. Adams commits to print the facts of Shay smoke and steam across 11 Western states in nine anecdote-studded chapters supported by a glossary, index, and (invaluable) a directory of the hundreds of pikes whose 3000 locomotives lugged logs out of Western forests. His work is generously illustrated, even though the cropping, selection, and reproduction of photos suffer somewhat from irregular quality control. The book is, on balance, a worth-while and substantial contribution to what Adams aptly terms the railroad logger's "ingenious, heroic, and sometimes comic methods of overcoming Nature."

$4.98

350-26, CIVIL WAR RAILROADS (13 slides), pp-6c

in simulated natural color

$2.19

$4.98

350-276, NARROW GAUGE EMPIRE - THE D. & R.

G. W. (26 slides), pp.9c

$4.29

350-283, NATIONAL MUSEUM OF TRANSPORT

(30 slides), pp-9c

$4.98

350-187, NEW ENGLAND RAILROADS

(20 slides), pp-6c

$3.29

350-188, THE NEW HAVEN (16 slides), pp-6c

$2.69

350-27, NORFOLK & WESTERN (32 slides), pp-9c

$5.29

350-254, RAILROADS AROUND NEW YORK CITY

(40 slides), pp. 9c....

$6.29

350-17, RAILROADS, U.S.A. (47 slides), pp-12c 350-53, RIO GRANDE NARROW GAUGE (20 slides), pp-6c

$7.98

$3.29

350-147, ST. LOUIS TERMINAL (20 slides), pp-6c 350-253. SIERRA RAILROAD (13 slides), pp-6c 350-257, SOUTHERN PACIFIC NARROW GAUGE

$3.29

$2.19

(13 slides), pp.6c

Pie.....$2.19

350-177, STEAM LOCOMOTIVES IN COLORADO AND

WYOMING (20 slides), pp.6c

$3.29

350-163, STEAM LOCOMOTIVES ON THE ILLINOIS CENTRAL (13 slides), pp-6c

$2.19

350-173, STEAM LOCOMOTIVES ON THE NORFOLK & WESTERN (13 slides), pp-6c

$2.19

350-167, TEHACHAPI (20 slides), pp-6c......... $3.29 350-10, VIRGINIAN RAILROAD STEAM LOCOMOTIVES

(23 slides), pp.9c

.$3.79

FREE!

For twice the enjoyment from your slide or movie projector (16mm. movie prints are available, too.) write today for Blackhawk's big free newspaper-size catalogissued monthly!

Blackhawk Filmi

612 EASTIN-PHELAN BLDG.

DAVENPORT, IOWA