One Tough Locomotive-
I haven’t had time to do a write up about our narrow gauge adventure this summer. So, in the meantime, I present a WWII Soviet armored locomotive located in Zvolen, Slovakia. I had a chance to visit Slovakia last summer and snapped a few photos of this armored train (yes, there are more cars and more photos to come).
It’s an interesting beast and it’s located in a park adjacent to the rail yards in Zvolen. If you’re ever in Slovakia you should check it out. The country is rugged, a lot like New Hampshire; additionally the people and the Pivo are excellent.
Wiscasset, Waterville & Farmington-
More on this later, when I’m not using my phone to post, but we spent a day in Maine with the WW&F Railway and it couldn’t have gone better.
What is up With Spring?-
For some reason the weather has been odd here lately, of course I haven’t been here very much as of late. Apparently winter is having a hard time letting go, it snowed in April (highly unusual here) and windchills yesterday were in the 30s. It’s been a weird spring.
Here’s a highballing NS manifest, just to prove I’m still around.
Something About a High Nose II –
As a bit more filler, to make up for being too busy to write anything in-depth, I offer Norfolk Southern GP38-2 5217. I photographed this locomotive at New Haven, Indiana, back in the late 1990’s (although the exact date is beyond my recollection).
Apparently, this locomotive is still active on the NS roster (as of late February 2017) and was converted to be controlled by remote.
I have a lot going on for the next few weeks, so I’m thinking this will be my last post until early April. Stay tuned, I should have some more B&M N scale stuff coming, as well as other eastern road related content.
Thanks for stopping by.
Things have been busy on my end, but I am working on some new content. In the meantime, here’s this…
Something About a High Nose –
Conway Scenic 216 is a 2500HP EMD GP35 which was obtained from Pan Am in 2010. This unit apparently started life in 1965 with Norfolk and Western as 1328 and has dual controls, so it can be operated more easily in either direction.
I see 4-axle high hoods here in the Midwest on a regular (although decreasing) basis, Norfolk Southern uses a number of more modern high hoods in various roles; they break up the parade of typical 6-axle safety cabs, increasingly taking control of North American railroads. Like Norfolk Southern (ex Southern) GP50 7010 below, which I photographed outside of Woodburn, Indiana in 2011. This locomotive was rebuilt in 2015 into a GP33ECO (Norfolk Southern 4723).
Enfield Local Part IV –
Okay, so we’ve switched Caspian Mills, now we’re ready to drop B&M 76004 off at Wayne Feeds and spot MEC 1250 at the Freight House. Once that’s done we can wrap up this series.
B&M 76004 was already in town, we had it on the front of the locomotive when we shoved our boxcars onto the Caspian Mills spur. B&M 76004 is dragged onto the passing siding, the locomotive is run around it, and a B&O wagon top is pulled away from the freight house and onto the main. With the wagon top on one end of our locomotive, we then couple onto our B&M boxcar, drag it south onto the main, and shove it onto the freight house spur in front of Wayne Feeds.
The locomotive and B&O 381822 were then pull back onto the main and head north to retrieve the remainder of the train, which had been left in the cut by the lake. Once coupled on, the train is then pulled into town.
The caboose is left on the passing siding, the train is cut at MEC 1250, and the locomotive and two boxcars pull onto the main. MEC 1250 is then shoved into placed in front of the freight house dock.
Having finished with our drop-offs, it’s time to assemble the outbound consist. B&O 381822 is coupled back onto the front of the train, the locomotive is run around to the rear of the caboose, and what will become the front of the outbound train is then shoved south onto the main, where it is coupled onto the outbound cars from Caspian Mills (the ones we left there early in the last post).
With that done, the caboose is uncoupled from the train, dragged back onto the passing siding, and parked in front of the station. The locomotive is uncoupled and run south on the main to retrieve the outbound consist. The train is pulled back north, past the caboose, and is then backed onto the passing siding where the caboose is hooked up to the rear. The whole train is then backed onto the main and then pulled in front of the station where paperwork is finalized before departure.
With everything complete, the train departs north back to White River Jct.
We leave our local, on the north shore of Mascoma Lake, heading back to White River Jct. via Mascoma/East Lebanon, Lebanon, and Westboro. Now that I’m finally done with this series, I can move onto something else in good conscience.