rkcarguy wrote:That's pretty crazy, I've never been in or driven a real locomotive.
So you undoubtedly experienced the bumpiness of the old ~40' bolted railing that used to be the norm?
One of the reasons I remember the Milwaukee road so much, is as a kid we had a grade crossing not far from home. When we had to wait for a passing train, I remember how much the hopper cars would pitch from side to side on that lumpy rail. One was so rocking back and forth so violently as it got closer to the crossing, I remember my mom backed up further away from the train lol!
Hey, being you have a lot of locomotive experience, I wanted to toss my control layout at you. Sorry If I hijack your thread just a little.
Looking at the limited info and pictures I could find online, it appears the controls sit at an angle to the left of the engineer. The top lever to the left is pulled back to engage the brakes, the center/upper is the throttle and also pulls left to increase, and the center/lower would be direction?
I'm wanting to make a small "engineer stand" to mount on my riding car and hope to make it somewhat realistic.
Yup, rk.........there are speeds you are not supposed to run on jointed rail to avoid 'harmonic rocking'. As I recall, it's between 11 and 21 MPH. Sometimes, you can't avoid it though. We had places, before they put in 'Continuous Welded Rail', aka 'Ribbon Rail', where running at coal train track speed, which was 35 MPH then, an SD40-2 would literally 'hop' along the track. You knew that the wheels weren't leaving the rail, but it sure felt like it.
Here's my favorite Control Stand, the 'AAR Standard'. This one looks like an EMD (General Motors) stand, based on the various control switches, GE used different style ones. I hated that stupid 'desk' that they started with the SD60's, though the newer motors went back to a 'real' Control Stand about 2007. From left to right, the Red handle is the Automatic (Train) Brake valve. It's in 'Release' position in the picture, you rotate it forward to set various amounts of brake on the train. The black handle below it is the Independent (locomotive) Brake valve. In the photo, it's in the fully applied position, though the motor is obviously 'dead', account there is no air pressure showing on the gauges. To release the locomotive brakes while you are 'setting air' on the train, you push down on the Independent handle, colloquy known as 'bailing off the drivers', account on the older diesel brake equipments, the handle pushed down on an external curved 'bail'.
The grey handles are, from top to bottom, the Dynamic Brake handle, push forward to increase the braking force; the Throttle, pull back, with 9 notches (Idle through #8) of power. Below the Throttle is the socket for the Reverser, which is pulled out of this one. You move it whichever way you want to move. When I'd go away from the motor, I'd pull it out and stick it in one of those little pockets on the right leg of my 'bibs'. I called it the 'key', account without it, you aren't going anywhere. Pulling the Reverser handle out locks up the other two handles so they won't move. The box above the air gauges is the Air Flow Gauge, it shows you how much air is going back into the Train brake Pipe. You can tell if you've got a significant leak anywhere by looking at that one. The fancy colored meter is the Ammeter, sometimes called the 'Amp Gauge', it tells you how much power (to the right) or Dynamic Braking (to the left) you are applying. Above that is my favorite speedometer a 'back lit' 'Pulse' brand' If you had one that was graduated in single miles per hour, it was easy to tell if you were accelerating or decelerating, and how fast, though I ran 'by the seat of my pants', and I could pretty much tell that way. The rotary switches for the headlights are on the bottom corners of the stand.
There, more than anybody ever wanted to know about the Control Stand, hope that helps
Mike