| Chicago Burlington & Quincy Railroad E8 9976 westbound on Track #1 at Milepost 27, just east of Naperville, Illinois on April 28, 1965, Ektachrome by Chuck Zeiler. Not obvious is that there are three trains in this photo. Immediately behind this train is another westbound Dinky (CB&Q term for suburban or commuter train), and way in the background is an eastbound Dinky just passing under the signal bridge. In the lower right of the frame is a water tower and smokestack of Saint Procopius Academy (my high school), today known as Benet Academy.This locomotive had a reputation among the CB&Q engineers, according to former Q engineer Karl Rethwisch, who commented on a photo of this locomotive that I posted earlier. Karl states that the 9976 was known as the 'Pelican' (a name bestowed upon it by an Engineer named Alex Fox), and possessed a few undesirable characteristics. One such characteristic was a tendency to syncronize its two prime movers. The Q's E-units were tuned such that transition would happen at different times for the two prime movers, so that there was little or no noticable lurch as transition occurred. Apparently the Pelican took exception to this, and after a few stops, would adjust itself so both prime movers would transition at the same time. Another quirk of the Pelican was the lack of responsive engine brakes, useful in maintaining demanding suburban start and stop schedules. Here is the explanation from Karl: In freight service the engine brake (independent brake / driver brakes) are kept 'bailed off' when using the automatic (train) brakes until immediately prior to coming to a full stop. In stretch braking mode the engine is allowed to pull on the train just a little to help prevent a run-in of slack. In mainline passenger service the engine brake is allowed to apply with the second brake pipe reduction. Around 20 mph, the automatic air is graduated off slightly. The application then in effect is maintained until a complete stop is made. In suburban service the engine brake is allowed to apply with the train brakes and held in that manner until the stop is complete. Since suburban operations are so much more demanding than mainline passenger service the engine brake is calculated into the overall stopping distance since it often represents a very high percentage of the total braking capability of the train. In the case of 9976 it's a ??????????, where's your brakes??? This engine displayed very unusual braking characteristics to the degree that I'd call 'er 'unique'. Sometimes the engine brake applied the same as other E units and other times it was as if it had been cut out. To my knowledge the mystery was never solved. All I DO know is that if the Pelican was your engine for the day you were in for an unpleasant trip.All Q E units had the 24RL brake schedule. While many railroads used this brake valve few, if any, had the dual service mode built into it. In mainline passenger service the brake valve was configured to operate in the 'conventional' manner meaning the normal automatic (AU) brake valve operation. In suburban service, however, the brake valve was configured to operate in the 'Straight Air' mode. When in SA (straight air) operation the brake valve caused air pressure to be applied to a signal line running through the entire train (suburban train). The build-up of pressure in the signal line resulted in the operation of the control valve on each car, to cause reservoir air to be directed to the brake cylinders. The further the brake valve handle was advanced the greater the resulting brake cylinder pressure. The engine brake also responded to the movement of the 24RL brake valve handle (except on the 9976) and slowed or stopped the train. What all this means is that ALL suburban cars were equipped with two separate brake systems, automatic (the George Westinghouse thing) and straight air, the method George worked so hard to eliminat |