Having actually moved locomotives "dead-in-train" as an engineer, there may not have been much or any noticeable wear on the brake shoes, but when you MU a dead engine into an engine consist, it's brakes MUST function the same as the rest of the live engines in the consist to pass the engine consist brake test. Generally speaking, engine, or independent brakes usually only are used when the engine consist is running light or when the entire train or consist is stopped. The engineer is supposed to bail off or "actuate" the independent brakes when applying the automatic (train) brakes. The train handling rules I worked under said any locomotive had to be handled behind the live locomotive consist, no matter how long or heavy the train is.

My understanding about the current prohibition on handling locomotives without Alignment Control Couplers is that the triggering event was the derailment of several unequipped former Terminal Railroad Association of St. Louis units coupled together at the head of a very heavy train that suffered from poor train handling by the engineer. When units without ACC's were allowed there used to be rules governing how those units were to be handled when in-train (amount of dynamic amps allowed, and such). Like stretch-braking, at least SOME Class I's have decided to just prohibit certain practices, rather than take the time to teach the proper and effective use of them, and allow engineers to occasionally practice doing so. At least one Class I has decided it's easier to just limit the number of powered axles in either power or dynamic on an engine consist (usually 24 and AC's count for more axles than they actually have) rather than teach student engineers how to properly handle high-powered axle consists. About the only time a lot of freight engineers get to stretch-brake with permission anymore is if they pull an assignment on either the Ringling Bros. or Straits Show circus trains (Office Car Specials are usually run by either a few trusted, experienced engineers or a Road Foreman). Really, it's only the dwindling number of "old heads" who can truly, effectively do so.

My locomotive was inspected by the handling Class 1 railroad for Dead-in-tow movement and the brakes did work. It was even handled on the head end of a pig train at 70 mph. The railroad took the locomotive by the scenic route.

Does anyone know what Carl Hosler's long term plan for the 57 is?
Thanks - Dave

Does anyne have a current update on the 57? Thanks - Dave

So, are both this loco and the doodlebug still for sale? what is the asking price?

57 is still waiting for the repairs to the front end from when it got hit.
No they are not for sale but could be leased depending on where.

Csrl

Meanwhile, WT 59 in Salem, NJ has been reduced to a hopeless basket-case derelict by wanton vandalism and sheer neglect. I suggest that any RS1 owners "play vulture."

Mr. Mitchell.

By your comment that other RS-1 owners 'play vulture' you are suggesting that 59 suffer yet more vandalism and midnight parts harvesting. I think that is a pretty irresponsible thing to suggest, especially considering that this is a preservation forum.

There are things going on with that unit, including some future plans, that can not be discussed in public at the present time. Please keep your uninformed suggestions and opinions to yourself with regard to this unit.

E. D. Moxley
Amsterdam Leasing

Is that with or without the owners permission and proper compensation? While I admit that it looks horrible I do not believe that it has been reduced to the point which Brother Mitchell claims. It would be interesting to hear the Judge's comments if Brother Moxley were to find somebody helping himself to parts and the defense was "Sandy Mitchell said I should. I read it on the Internet".
GME

When I say "play vulture," I mean "perch on the nearby fence or phone wire, and be ready and waiting to swoop in when the scrappers light the torch," not "go pick at the carcass."

We can argue over how and why it happened, and I have someone taking me to task for my declaration, but I drove by the engine and looked it over the other night. I would not wish the exercise of masochism that rescuing and restoring this locomotive would be on my worst enemy. There are far worthier, more deserving, and more numerous candidates for preservation and restoration "down the line" in Tuckahoe.

It's a sad situation--I rode rare mileage onboard this very locomotive--but this HAS to fall under the category "you can't save 'em all." If the Winchester & Western, the Wilmington & Western, the Del-Lackawanna, or someone else nutso for this engine is crazy and well-heeled enough, don't let my declarations stop you.....

I will certainly accept that clarification. I hope that brother Moxley will too. I believe the issue from his perspective is not preservation per se but economics. Unless there has been significant damage done in the last six weeks we are going to disagree about it as a candidate for restoration. Don't even start me on Cape May right now. That is apples and cumquats.

You have raised a more interesting question - When and where did you ride it for rare mileage?

GME

I dare venture to state that I believe Mr. Mitchell has led this topic astray. Perhaps his references to vultures and engines not numbered 57 would be better placed elsewhere, perhaps "you would be better off checking a forum such as Railroad.net?"

The 59 was brought up on page 1 of the thread.

It occurs to me that if someone is truly interested in acquiring a former Washington Terminal RS1 for operation, parts, static display, or whatever (and someone's at least faking interest with "what's the asking price?"), then if the 57 isn't actually available, the 59 seemingly is, or at least should be.

I'll leave it to those with money to spend and/or trucks/flatcars to load to make some kind of determination as to whether 59 is truly a "basket case" or "just touch up the paint, a little cab glass, and she's good to go" or whatever.

Hi Guys, not trying to open up any old wounds here on the 59 and 57 debate earlier posts on his subject, but is there any news on both ex Washington Terminal RS1's since the last post in 2012? Thanks - David Notarius, over there in Limey Land

From someone else in Limey Land.......57 was still in Quakertown when I photographed it back in September 2014.....


I seem to recall reading something about it since I took that photo - most likely to have been in an issue of Railpace rather than on the internet.