Thanks Leo! That is actually what I was hoping to hear since it gives me a place to put my pair of BLI SW9's, P2K SW1200's, and Kato NW2's, or any combination thereof!
As I recall Oregon was usually either a switcher, or in later years, a GP7.
Tom Mack
---In CBQ@yahoogroups.com, <qutlx1@...> wrote :
Tom,
I used the NW term generically as there may also have been other end cab switcher models but they were switch engines not road power. As I mentioned up into the early to mid 70s there were two engines on days and maybe 4 oclocks. I recall many times watching two engines working individually switching cars. One on each lead.
Leo
Sent from my iPad Leo,
Thanks for all the info on Savanna and the C&I. You mention the "yard NWs" at Savanna. So I take it there were NW2's assigned to Savanna for yard switching? If so, do you recall how many were assigned to Savanna and did they work singly, in pairs, or what?
Tom Mack Cincinnati, OH
---In CBQ@yahoogroups.com, <qutlx1@...> wrote : One thing those modeling the C&I and Savanna might want to keep in mind was that,in my opinion, I have never seen a yard better designed for flat switching anywhere. All classification except maybe a rare setting over of a block of cars was done on the east end of the yard.
The yard NWs could pull out a track and switch it out in no time. The yard slopped very gently westward. All the switchman needed was the slack to let cars roll into the t
rack desired. No kicking,running beyond the switch,excessive power to get cars to roll,etc needed. They almost never had to back up, just keep pulling pins and lining switches. It was actually a pleasure to sit on the bench in front of the yard office waiting for our train, and watch a yard crew switch.
Unlike just about everywhere else I saw.
Leo Phillipp
__._,_.___
Posted by: thommack@yahoo.com
![]()
__,_._,___
|