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Dobrze, że odwiedziłeś nowego dentyste
ja na tym skorzystałem. SD70M-2 z bliska jedena z moich ulubionych masz
ja na tym skorzystałem. SD70M-2 z bliska jedena z moich ulubionych masz
Wczoraj w drodze powrotnej zatrzymalem sie w Hockessin, Delaware. Stoi tam juz bardzo dlugo rdzewiejacy B6sa Pennsylwania Railroad. Jest to jedyny zachowany tej serii parowoz (B6s jest w Strasburgu). Wyprodukowany w 1913r. numer 60 stal przez 30 lat niedaleko Pittsburgha, a w okolo 1985r. zostal przewieziony wlasnie tu.Gdzies w srodku produkcji parowozow manewrowych B6, kompania zdecydowala wyprodukowac serie ze zwyklymi kotlami, w przeciwienstwie do normalnej praktyki-Belpaire. Za tem jest to parowoz dosc unikatowy, istnieje chyba tylko jeszcze jeden parowoz towarzystwa PRR ze zwyklym kotlem. Parowoz jest w bardzo zlym stanie i nie wiadomo jak dlugo tam postoi. Jest to bardziej juz "skladak", jako ze tender jest ponoc od innego parowozu, a kabina byla zmodyfikowana do transportu przez Pennsylvanie. Kilkanascie metrow przed parowozem stoi caboose z dosc unikatowymi wozkami. Nie ustalilem jeszcze historii caboose, ale wyglada na coz z zachodu.
[DOUBLEPOST=1490364689][/DOUBLEPOST]
Załączniki
Wózki tej caboose wyglądają jak lokomotywowe AAR-type
poza tym to:
Car Number - Date Built - Previous Number - Date Renumbered - Date Retired
UP 25163 - Nov 1944 - UP 3863 - May 1959 - Nov 1969
Sold to Montour Railroad number 39; to Anthracite Railway number 88; to Octoraro Railway number 88; displayed as Avondale Railroad Center number 88 (with PRR 0-6-0 number 60) at Hockessin, Delaware, east of intersection of Lancaster Pike and Yorklyn Road. (Hockessin is five miles southeast of Avondale, Pennsylvania)
Number - Class - Possible Interim P&LE Number - Montour RR Number - Later Number
UP 25163 - CA-4 -P&LE 366 - MTR 39 - Anthracite/Octoraro 88
November 1969 CA-4 Sale
A total of eleven CA-4 Union Pacific steel cabooses were sold to Pittsburgh and Lake Erie in November 1969. At least seven were sold to Montour Railroad, a wholly-owned subsidiary of P&LE. Several were later sold to other companies upon the shutdown of Montour Railroad in 1983. The other four UP cabooses may have been sold to other P&LE affiliated companies, including P&LE itself and Youngstown and Southern Railway, or Pittsburgh, Chartiers & Youghiogheny Railway.
The sequence from UP number to Montour number is unknown; known Montour numbers were MTR 31, 34, 35, 36, 37, 38, 39 (seven cabooses).
Youngstown and Southern numbers 31 and 32 were also ex UP cabooses.
poza tym to:
Car Number - Date Built - Previous Number - Date Renumbered - Date Retired
UP 25163 - Nov 1944 - UP 3863 - May 1959 - Nov 1969
Sold to Montour Railroad number 39; to Anthracite Railway number 88; to Octoraro Railway number 88; displayed as Avondale Railroad Center number 88 (with PRR 0-6-0 number 60) at Hockessin, Delaware, east of intersection of Lancaster Pike and Yorklyn Road. (Hockessin is five miles southeast of Avondale, Pennsylvania)
Number - Class - Possible Interim P&LE Number - Montour RR Number - Later Number
UP 25163 - CA-4 -P&LE 366 - MTR 39 - Anthracite/Octoraro 88
November 1969 CA-4 Sale
A total of eleven CA-4 Union Pacific steel cabooses were sold to Pittsburgh and Lake Erie in November 1969. At least seven were sold to Montour Railroad, a wholly-owned subsidiary of P&LE. Several were later sold to other companies upon the shutdown of Montour Railroad in 1983. The other four UP cabooses may have been sold to other P&LE affiliated companies, including P&LE itself and Youngstown and Southern Railway, or Pittsburgh, Chartiers & Youghiogheny Railway.
The sequence from UP number to Montour number is unknown; known Montour numbers were MTR 31, 34, 35, 36, 37, 38, 39 (seven cabooses).
Youngstown and Southern numbers 31 and 32 were also ex UP cabooses.
Tak myslalem ze to moze byc UP sprobujemy przetlumaczyc.
Numer wagonu-data budowy-poprzedni numer-data przenumerowania-data odstawienia
UP25163-listopad1944-UP 3863-maj 1959-listopad1969
Sprzedana do Montour RR nr39, do Anthracite Rwy. Nr88, do Octoraro Rwy. Nr88. Na wystawie Avondale Railroad center 88 (razem z PRR 0-6-0 nr. 60) w Hockessin, Delaware, na wschod od skrzyzowania Lancaster Pike z Yorklyn Road. (Hockessin jest 5 mil na poludniowy wschod od Avondale, Pennsylvania).
Numer-typ-mozliwy tymczasowy P&LE numer-Montour numer-pozniejszy numer
UP 25163-CA-4-P&LE 366-MTR 39-Antrhracite/Octoraro 88
W sumie 11 CA-4 Union Pacific stalowych cabooses bylo sprzedanych do P&LE w listopadzie 1969r. Co najmniej 7 bylo sprzedanych do MTR, pod calkowita wlasnoscia P&LE. Kilka bylo pozniej sprzedane do innych kompanii pod koniec dzialalnosci MTR w 1983. Inne 4 caboose mogly byc sprzedane do kompanii zwiazanych z P&LE, w tym P&LE, Youngstown and Southern Rwy, lub Pittsburgh, Chartiers & Youghiogheny Rwy.
Sekwencja przenumerowan z UP na Montour* (*chyba mialo byc P&LE) nie jest znana. Znane numery Montour (*) byly 31, 34, 35, 36, 37, 38, 39 (siedem caboose). Youngstown and Southern numery byly 31, 32 takze byle UP.
sprobujemy przetlumaczyc.Numer wagonu-data budowy-poprzedni numer-data przenumerowania-data odstawienia
UP25163-listopad1944-UP 3863-maj 1959-listopad1969
Sprzedana do Montour RR nr39, do Anthracite Rwy. Nr88, do Octoraro Rwy. Nr88. Na wystawie Avondale Railroad center 88 (razem z PRR 0-6-0 nr. 60) w Hockessin, Delaware, na wschod od skrzyzowania Lancaster Pike z Yorklyn Road. (Hockessin jest 5 mil na poludniowy wschod od Avondale, Pennsylvania).
Numer-typ-mozliwy tymczasowy P&LE numer-Montour numer-pozniejszy numer
UP 25163-CA-4-P&LE 366-MTR 39-Antrhracite/Octoraro 88
W sumie 11 CA-4 Union Pacific stalowych cabooses bylo sprzedanych do P&LE w listopadzie 1969r. Co najmniej 7 bylo sprzedanych do MTR, pod calkowita wlasnoscia P&LE. Kilka bylo pozniej sprzedane do innych kompanii pod koniec dzialalnosci MTR w 1983. Inne 4 caboose mogly byc sprzedane do kompanii zwiazanych z P&LE, w tym P&LE, Youngstown and Southern Rwy, lub Pittsburgh, Chartiers & Youghiogheny Rwy.
Sekwencja przenumerowan z UP na Montour* (*chyba mialo byc P&LE) nie jest znana. Znane numery Montour (*) byly 31, 34, 35, 36, 37, 38, 39 (siedem caboose). Youngstown and Southern numery byly 31, 32 takze byle UP.
Code of Federal Regulations]
[Title 49, Volume 4]
[Revised as of October 1, 2008]
From the U.S. Government Printing Office via GPO Access
[CITE: 49CFR229.125]
[Page 452-453]
TITLE 49--TRANSPORTATION
CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF
TRANSPORTATION
PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS--Table of Contents
Subpart C_Safety Requirements
Sec. 229.125 Headlights and auxiliary lights.
(a) Each lead locomotive used in road service shall have a headlight
that produces a peak intensity of at least 200,000 candela. If a
locomotive or locomotive consist in road service is regularly required
to run backward for any portion of its trip other than to pick up a
detached portion of its train or to make terminal movements, it shall
also have on its rear a headlight that produces at least 200,000
candela. Each headlight shall be arranged to illuminate a person at
least 800 feet ahead and in front of the headlight. For purposes of this
section, a headlight shall be comprised of either one or two lamps.
(1) If a locomotive is equipped with a single-lamp headlight, the
single lamp shall produce a peak intensity of at least 200,000 candela.
The following lamps meet the standard set forth in this paragraph
(a)(1): a single operative PAR-56, 200-watt, 30-volt lamp; or an
operative lamp of equivalent design and intensity.
(2) If a locomotive is equipped with a dual-lamp headlight, a peak
intensity of at least 200,000 candela shall be produced by the headlight
based either on a single lamp capable of individually producing the
required peak intensity or on the candela produced by the headlight with
both lamps illuminated. If both lamps are needed to produce the required
peak intensity, then both lamps in the headlight shall be operational.
The following lamps meet the standard set forth in this paragraph
(a)(2): a single operative PAR-56, 200-watt, 30-volt lamp; two operative
PAR-56, 350-watt, 75-volt lamps; or operative lamp(s) of equivalent
design and intensity.
(b) Each locomotive or locomotive consist used in yard service shall
have two headlights, one located on the front of the locomotive or
locomotive consist and one on its rear. Each headlight shall produce at
least 60,000 candela and shall be arranged to illuminate a person at
least 300 feet ahead and in front of the headlight.
(c) Headlights shall be provided with a device to dim the light.
(d) Effective December 31, 1997, each lead locomotive operated at a
speed greater than 20 miles per hour over one or more public highway-
rail crossings shall be equipped with operative auxiliary lights, in
addition to the headlight required by paragraph (a) or (b) of this
section. A locomotive equipped on March 6, 1996 with auxiliary lights in
conformance with Sec. 229.133 shall be deemed to conform to this
section until March 6, 2000. All locomotives in compliance with Sec.
229.133(c) shall be deemed to conform to this section. Auxiliary lights
shall be composed as follows:
(1) Two white auxiliary lights shall be placed at the front of the
locomotive to form a triangle with the headlight.
(i) The auxiliary lights shall be at least 36 inches above the top
of the rail, except on MU locomotives and control cab locomotives where
such placement would compromise the integrity of the car body or be
otherwise impractical. Auxiliary lights on such MU locomotives and
control cab locomotives shall be at least 24 inches above the top of the
rail.
(ii) The auxiliary lights shall be spaced at least 36 inches apart
if the vertical distance from the headlight to the horizontal axis of
the auxiliary lights is 60 inches or more.
(iii) The auxiliary lights shall be spaced at least 60 inches apart
if the vertical distance from the headlight to the horizontal axis of
the auxiliary lights is less than 60 inches.
(2) Each auxiliary light shall produce a peak intensity of at least
200,000 candela or shall produce at least 3,000 candela at an angle of
7.5 degrees and at least 400 candela at an angle of 20 degrees from the centerline of the locomotive when the light is aimed parallel to the tracks. Any of the following lamps meet the standard set forth in this paragraph (d)(2): an
operative PAR-56, 200-watt, 30-volt lamp; an operative PAR-56, 350-watt,
75-volt lamp; or an operative lamp of equivalent design and intensity.
(3) The auxiliary lights shall be focused horizontally within 15
degrees of the longitudinal centerline of the locomotive.
(e) Auxiliary lights required by paragraph (d) of this section may
be arranged
(1) to burn steadily or
(2) flash on approach to a crossing.
If the auxiliary lights are arranged to flash;
(i) they shall flash alternately at a rate of at least 40 flashes
per minute and at most 180 flashes per minute,
(ii) the railroad's operating rules shall set a standard procedure
for use of flashing lights at public highway-rail grade crossings, and
(iii) the flashing feature may be activated automatically, but shall
be capable of manual activation and deactivation by the locomotive
engineer.
(f) Auxiliary lights required by paragraph (d) of this section shall
be continuously illuminated immediately prior to and during movement of
the locomotive, except as provided by railroad operating rules,
timetable or special instructions, unless such exception is disapproved
by FRA. A railroad may except use of auxiliary lights at a specific
public highway-rail grade crossing by designating that exception in the
railroad's operating rules, timetable, or a special order. Any exception
from use of auxiliary lights at a specific public grade crossing can be
disapproved for a stated cause by FRA's Associate Administrator for
Safety or any one of FRA's Regional Administrators, after investigation
by FRA and opportunity for response from the railroad.
(g) Movement of locomotives with defective auxiliary lights.
(1) A lead locomotive with only one failed auxiliary light must be
repaired or switched to a trailing position before departure from the
place where an initial terminal inspection is required for that train.
(2) A locomotive with only one auxiliary light that has failed after
departure from an initial terminal, must be repaired not later than the
next calendar inspection required by Sec. 229.21.
(3) A lead locomotive with two failed auxiliary lights may only
proceed to the next place where repairs can be made. This movement must
be consistent with Sec. 229.9.
(h) Any locomotive subject to Part 229, that was built before
December 31, 1948, and that is not used regularly in commuter or
intercity passenger service, shall be considered historic equipment and
excepted from the requirements of paragraphs (d) through (h) of this
section.
[45 FR 21109, Mar. 31, 1980, as amended at 61 FR 8887, Mar. 6, 1996; 68
FR 49717, Aug. 19, 2003; 69 FR 12537, Mar. 16, 2004]
Kilka punktow tak zeby bylo prosto (nie ma co probowac calosci tlumaczyc);
Lokomotywy w normalnym serwisie powinny miec lampe (lampy podwojne), oraz "auxiliary lights"-popularnie nazywane ditch lights. Swiatla zaraz przed uruchomieniem i w czasie ruchu powinny byc zapalone.
Lokomotywy w serwisie manewrowym powinny miec wymienione swiatla z obu stron.
"Ditch lights" (nazwa sugeruje swiatla oswietlajace rowy kolo torow) powinny migac przy zblizaniu sie do przejazdu kolejowego.
Ditch lights moga powinny migac alternatywnie minimum 40 razy na minute, nie wiecej niz (maximum) 180 razy na minute.
Oprucz istnienia mozliwosci automatycznego migania "ditch lights", powinna byc mozliwosc wlaczenia i wylaczenie przez maszyniste.
Ditch lights powinny byc oddalone od siebie co najmniej 36 cali, jesli dystans od glownej lampy jest wiekszy niz 60 cali pomiedzy lampa a linia horyzontalna (pozioma) ditch lights.
Ditch lights powinny byc oddalone od siebie co najmniej 60 cali jesli pionowy dystans od glownej lampy do linii poziomej ditch lights jest mniejszy niz 60 cali.
Lokomotywy pelniace sluzbe o predkosci mniejszej niz 20mph (mil na godzine) mie musza miec zainstalowanych ditch lights. Dotyczy to takze lokomotyw w serwisie turystycznym (wiekszosc kolei turystycznych w USA nie nalezy do systemu ogolnokrajowego).
Lokomotywy zbudowane przed 31 grudniem, 1948r. nie uzywane w normalnym serwisie pasazerskim, sa uwazane za historyczne i nie musza miec zainstalowanych ditch lights.
Mam nadzieje ze troche pomoglo. Z wlasnych doswiadczen dodam ze wiele maszynistow pociagow towarowych, lubi jezdzic "po staremu" i nie zapalaja pod czas jazdy ditch lights. Zapalaja je tylko w trybie migajacym na przejazdach kolejowych. Kompanie towarowe sa prywatne i posiadaja wlasne linie kolejowe takze przywatne, za tem pozwalaja sobie na wlasna interpretacje tych praw.
[Title 49, Volume 4]
[Revised as of October 1, 2008]
From the U.S. Government Printing Office via GPO Access
[CITE: 49CFR229.125]
[Page 452-453]
TITLE 49--TRANSPORTATION
CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF
TRANSPORTATION
PART 229_RAILROAD LOCOMOTIVE SAFETY STANDARDS--Table of Contents
Subpart C_Safety Requirements
Sec. 229.125 Headlights and auxiliary lights.
(a) Each lead locomotive used in road service shall have a headlight
that produces a peak intensity of at least 200,000 candela. If a
locomotive or locomotive consist in road service is regularly required
to run backward for any portion of its trip other than to pick up a
detached portion of its train or to make terminal movements, it shall
also have on its rear a headlight that produces at least 200,000
candela. Each headlight shall be arranged to illuminate a person at
least 800 feet ahead and in front of the headlight. For purposes of this
section, a headlight shall be comprised of either one or two lamps.
(1) If a locomotive is equipped with a single-lamp headlight, the
single lamp shall produce a peak intensity of at least 200,000 candela.
The following lamps meet the standard set forth in this paragraph
(a)(1): a single operative PAR-56, 200-watt, 30-volt lamp; or an
operative lamp of equivalent design and intensity.
(2) If a locomotive is equipped with a dual-lamp headlight, a peak
intensity of at least 200,000 candela shall be produced by the headlight
based either on a single lamp capable of individually producing the
required peak intensity or on the candela produced by the headlight with
both lamps illuminated. If both lamps are needed to produce the required
peak intensity, then both lamps in the headlight shall be operational.
The following lamps meet the standard set forth in this paragraph
(a)(2): a single operative PAR-56, 200-watt, 30-volt lamp; two operative
PAR-56, 350-watt, 75-volt lamps; or operative lamp(s) of equivalent
design and intensity.
(b) Each locomotive or locomotive consist used in yard service shall
have two headlights, one located on the front of the locomotive or
locomotive consist and one on its rear. Each headlight shall produce at
least 60,000 candela and shall be arranged to illuminate a person at
least 300 feet ahead and in front of the headlight.
(c) Headlights shall be provided with a device to dim the light.
(d) Effective December 31, 1997, each lead locomotive operated at a
speed greater than 20 miles per hour over one or more public highway-
rail crossings shall be equipped with operative auxiliary lights, in
addition to the headlight required by paragraph (a) or (b) of this
section. A locomotive equipped on March 6, 1996 with auxiliary lights in
conformance with Sec. 229.133 shall be deemed to conform to this
section until March 6, 2000. All locomotives in compliance with Sec.
229.133(c) shall be deemed to conform to this section. Auxiliary lights
shall be composed as follows:
(1) Two white auxiliary lights shall be placed at the front of the
locomotive to form a triangle with the headlight.
(i) The auxiliary lights shall be at least 36 inches above the top
of the rail, except on MU locomotives and control cab locomotives where
such placement would compromise the integrity of the car body or be
otherwise impractical. Auxiliary lights on such MU locomotives and
control cab locomotives shall be at least 24 inches above the top of the
rail.
(ii) The auxiliary lights shall be spaced at least 36 inches apart
if the vertical distance from the headlight to the horizontal axis of
the auxiliary lights is 60 inches or more.
(iii) The auxiliary lights shall be spaced at least 60 inches apart
if the vertical distance from the headlight to the horizontal axis of
the auxiliary lights is less than 60 inches.
(2) Each auxiliary light shall produce a peak intensity of at least
200,000 candela or shall produce at least 3,000 candela at an angle of
7.5 degrees and at least 400 candela at an angle of 20 degrees from the centerline of the locomotive when the light is aimed parallel to the tracks. Any of the following lamps meet the standard set forth in this paragraph (d)(2): an
operative PAR-56, 200-watt, 30-volt lamp; an operative PAR-56, 350-watt,
75-volt lamp; or an operative lamp of equivalent design and intensity.
(3) The auxiliary lights shall be focused horizontally within 15
degrees of the longitudinal centerline of the locomotive.
(e) Auxiliary lights required by paragraph (d) of this section may
be arranged
(1) to burn steadily or
(2) flash on approach to a crossing.
If the auxiliary lights are arranged to flash;
(i) they shall flash alternately at a rate of at least 40 flashes
per minute and at most 180 flashes per minute,
(ii) the railroad's operating rules shall set a standard procedure
for use of flashing lights at public highway-rail grade crossings, and
(iii) the flashing feature may be activated automatically, but shall
be capable of manual activation and deactivation by the locomotive
engineer.
(f) Auxiliary lights required by paragraph (d) of this section shall
be continuously illuminated immediately prior to and during movement of
the locomotive, except as provided by railroad operating rules,
timetable or special instructions, unless such exception is disapproved
by FRA. A railroad may except use of auxiliary lights at a specific
public highway-rail grade crossing by designating that exception in the
railroad's operating rules, timetable, or a special order. Any exception
from use of auxiliary lights at a specific public grade crossing can be
disapproved for a stated cause by FRA's Associate Administrator for
Safety or any one of FRA's Regional Administrators, after investigation
by FRA and opportunity for response from the railroad.
(g) Movement of locomotives with defective auxiliary lights.
(1) A lead locomotive with only one failed auxiliary light must be
repaired or switched to a trailing position before departure from the
place where an initial terminal inspection is required for that train.
(2) A locomotive with only one auxiliary light that has failed after
departure from an initial terminal, must be repaired not later than the
next calendar inspection required by Sec. 229.21.
(3) A lead locomotive with two failed auxiliary lights may only
proceed to the next place where repairs can be made. This movement must
be consistent with Sec. 229.9.
(h) Any locomotive subject to Part 229, that was built before
December 31, 1948, and that is not used regularly in commuter or
intercity passenger service, shall be considered historic equipment and
excepted from the requirements of paragraphs (d) through (h) of this
section.
[45 FR 21109, Mar. 31, 1980, as amended at 61 FR 8887, Mar. 6, 1996; 68
FR 49717, Aug. 19, 2003; 69 FR 12537, Mar. 16, 2004]
Kilka punktow tak zeby bylo prosto (nie ma co probowac calosci tlumaczyc);
Lokomotywy w normalnym serwisie powinny miec lampe (lampy podwojne), oraz "auxiliary lights"-popularnie nazywane ditch lights. Swiatla zaraz przed uruchomieniem i w czasie ruchu powinny byc zapalone.
Lokomotywy w serwisie manewrowym powinny miec wymienione swiatla z obu stron.
"Ditch lights" (nazwa sugeruje swiatla oswietlajace rowy kolo torow) powinny migac przy zblizaniu sie do przejazdu kolejowego.
Ditch lights moga powinny migac alternatywnie minimum 40 razy na minute, nie wiecej niz (maximum) 180 razy na minute.
Oprucz istnienia mozliwosci automatycznego migania "ditch lights", powinna byc mozliwosc wlaczenia i wylaczenie przez maszyniste.
Ditch lights powinny byc oddalone od siebie co najmniej 36 cali, jesli dystans od glownej lampy jest wiekszy niz 60 cali pomiedzy lampa a linia horyzontalna (pozioma) ditch lights.
Ditch lights powinny byc oddalone od siebie co najmniej 60 cali jesli pionowy dystans od glownej lampy do linii poziomej ditch lights jest mniejszy niz 60 cali.
Lokomotywy pelniace sluzbe o predkosci mniejszej niz 20mph (mil na godzine) mie musza miec zainstalowanych ditch lights. Dotyczy to takze lokomotyw w serwisie turystycznym (wiekszosc kolei turystycznych w USA nie nalezy do systemu ogolnokrajowego).
Lokomotywy zbudowane przed 31 grudniem, 1948r. nie uzywane w normalnym serwisie pasazerskim, sa uwazane za historyczne i nie musza miec zainstalowanych ditch lights.
Mam nadzieje ze troche pomoglo. Z wlasnych doswiadczen dodam ze wiele maszynistow pociagow towarowych, lubi jezdzic "po staremu" i nie zapalaja pod czas jazdy ditch lights. Zapalaja je tylko w trybie migajacym na przejazdach kolejowych. Kompanie towarowe sa prywatne i posiadaja wlasne linie kolejowe takze przywatne, za tem pozwalaja sobie na wlasna interpretacje tych praw.
GP40 to zalezy, jesli nadal by byl uzywany to tak. Nie wiem czy faktycznie CSX posiada jeszcze GP40, chyba raczej GP40-2.
E60CP zakonczyly sluzbe w 2003r. i nigdy ditch lights nie dostaly. W ostatnich latach mozna je bylo zobaczyc niemal wylacznie pomiedzy New York i Philadelphia, gdzie nastepowala zmiana na pare Genesis w pociagach dalekobieznych. Sporadycznie prowadzily te pociagi do Washingtonu. Na calym odcinku NEC pomiedzy New York i Washington DC nie ma przejazdow kolejowych, chyba dla tego Amtrak odpuscil sobie instalowania ditch lighst na tych elektrowozach.
E60CP zakonczyly sluzbe w 2003r. i nigdy ditch lights nie dostaly. W ostatnich latach mozna je bylo zobaczyc niemal wylacznie pomiedzy New York i Philadelphia, gdzie nastepowala zmiana na pare Genesis w pociagach dalekobieznych. Sporadycznie prowadzily te pociagi do Washingtonu. Na calym odcinku NEC pomiedzy New York i Washington DC nie ma przejazdow kolejowych, chyba dla tego Amtrak odpuscil sobie instalowania ditch lighst na tych elektrowozach.
Bylo jeszcze 5 "lekkich" mikado; czyli 2-8-2, oprucz tego 130 "ciezkich" santa fe; czyli 2-10-2 zwanych N2. Oba typy standardowe USRA ( United States Railroad Administration). N2 mialy pozniej przebudowane kotly na Belpaire, ale ja i tak uwazam ze oryginalne typowo PRR wygladajace N1 byly o wiele ladniejsze.
W sobote wybralem sie na zachod od stolicy Pennsylvanii-Harrisburg. Harrisburg ma okolo 600K mieszkancow i lezy nad rzeka Susquehanna, w poludniowej czesci stanu. Miasto bylo i nadal jest waznym wezlem kolejowym, jako ze zbiegaja sie tu linie kolejowe ze wszystkich stron. Z samego miasta wychodzi siedem linii kolejowych, ktore dziela sie na jeszcze wiecej za granicami miasta. Wiekszosc linii to byle Pennsylvania Railroad. Reading Railway takze miala tu duza obecnosc i razem z Western Maryland Railroad prowadzili serwis na poludnie w strone Maryland. Oprucz wspomnianej tu ogromnej stacji towarowej w Enoli, na "zachoniej" stronie rzeki, jest jeszcze ogromny kompleks stacji towarowej o osobowej w centrum miasta. Do tego dochodzi nadal uzywana i zmodernizowana stacja towarowa zwana Rutherford Yard (byla Reading Railway na polnoc od miasta). W 1976r. niemal caly skomplikowany uklad przejal nowo stwozony Conrail. Dzisiaj oczywiscie to wszystko nalezy do Norfolk Southern, oprucz tzw. "Main Line" do Philadelphii. Main Line zwana teraz "Keystone Corridor" nalezy do Amtrak i jest to niestety jedyna pozostalosc pod drutem. Enola yard, jak i Harrisburg yard byly zelektryfikowane. To wlasnie tu konczyla sie trakcja elektryczna, ktora Pennsylvania RR kilka razy planowala poprowadzic do Pittsburgha. Najblizej do tego przedsiewziecia doszlo pod wczesnym panowaniem Conrail, jednak historia potoczyla sie inaczej, szkoda. Najpierw zajechalem do Rocville Bridge, byl i chyba nadal jest to najdluzszy most kamienny na swiecie. Most przecina rzeke Susquehanne na zachod od miasta i stanowi czesc "Main Line" do Pittsburgha i dalej do Chicago. Most ten byl zbudowany w 1902r. na szerokosc 4 torow, ma 48 lukow, kazde po 70 stop i ma dlugosc prawie poltora kilometra. Oto kilka zdjec, jak i poczatek relacji zachodniego konca stacji Enola.
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