"EBTPA has conducted excursion passenger operations over the Line; however, that service is currently suspended."

When has excursion service ever been offered in Mt. Union, or the Mt. Union yard?

Operating freight service in Mt. Union does not make the NG portion of the EBT, which is not part of this application become part of the "general system" since there is still no operable connecting track between the two, there can be no interchange because of gauge, and also at this moment, I have not seen where EBTPA, has claimed ownership of any of the NG trackage.

The vacant track of the enginehouse was left vacant when EBT 0-6-0 6 was sold ca. 1974 to the Whitewater Valley RR in Indiana, where it remains in dismantled condition last I knew.

The Plymouth-looking "lokie," which I vaguely recall as looking just like one of those notorious mis-scaled "critters" made by Tyco or the like sold by toy train shops in the 1970s, was moved in a decade or more ago when this first round of the Mt. Union Connecting RR was set up. It occupied the stall formerly housing #6. I have no idea if it's there still, or where it came from.

The CR-4 was introduced in 1960 and was available in weight ranges from 20 to 60 tons (track gauges 30" to 48.5" - horsepower from 150 to 700). This locomotive model was designed primarily for industrial and light foreign use. You might have noticed that it is not available in standard U.S. gauge (56.5"). I should also point out that this model featured a center cab arrangement.

Well, that's interesting! If that's the case, then what is the very similar looking model on the standard gauge track at Mt. Union, which I've actually seen?

I have to admit, this business of identifying these critters is a bit out of my league. It's as different a world from standard railroading as logging roads, and with small and sometimes obscure builders, and production that undoubtedly includes a lot of custom work and one-off models.

That's one of the fascinating things about this hobby--no one can know everything!

The most unusual 'spotting feature' of the locomotive in my (and your) previous post is the shark nose. Only the CR models were styled in this manner. There were 3 CR Plymouth models (although the CR-6 was planned - but never built). Of the remaining two CR models the image you have provided is clearly a CR-4 (the CR-8 and 8XT were all 8-wheeled models and not relevant in this case).

The Plymouth CR-4 is a very rare critter and I am surprised to hear that you have actually seen one. Plymouth Locomotive Works only built five of these models (1957 - 1965); but discontinued production when it became apparent the CR was no improvement over the MDT model. Oh, of the five CR-4s built, one was exported out of the U.S...leaving only four stateside.

Please keep in mind, J3a-614, that many of these little engines were extensively modified over their working life...perhaps the one you saw was modified for standard gauge. I happen to possess an original sales brochure for the CR line and it clearly states under track gauge "...30 to 48.5". BUT in the supplied technical schematic (part of the same brochure) it shows a width of 10' 0", a height of 10' 6", and a distance between the flanges of ('ready for this?) 4' 8.5"!!!! Apparently the sales department and the technical lads were on different wavelengths.

I hope this answer your question...I enjoyed the research.
Ray

BTW: the CR-4 was the basis for Mantua's HO model.

Thanks for the research!

As you noted, it looks like the machine actually was available as a standard gauge job. All those dimensions you mention, including an overall width of 10', are suggestive of a standard gauge unit.

The one I saw was at the Mount Union Connecting Railroad in Mt. Union, Pa. This is the standard and dual gauge portion of the famous East Broad Top Railroad & Coal Company. The purpose of this firm is to reopen the northern 3 miles of so of the EBT from Mt. Union to the Riverview Business Center industrial park south of Allenport.

http://www.spikesys.com/EBT/News/mucrr.html

[From a source for which the link no longer works]

Self-propelled equipment roster (motor cars and locomotives other than steam, plus MoW equipment); Mt. Union Connecting (MTC) 3 was built by Plymouth in June of 1960 for Jones & Laughlin, and carries builder's No. 6216CR4, and weighs 60 tons.

Talk about a rare bird! And the thing shares space in an enginehouse in Mt. Union with a standard gauge EBT steam switcher!

http://www.spikesys.com/EBT/

http://www.ebtrr.com/equip/

"Modern" equipment on this railroad:

http://www.ebtrr.com/equip/diesel.html

I had the chance to speak to Allen Levin about a year or two ago in Mt. Union [this would have been 2009 or 2008, the discussion on the Bachmann page was in 2010] when the enginehouse up there was open during one of EBT's fall events. He mentioned the Mantua/Tyco model, and said the model is apparently rare enough that some of his model railroading aquaintances didn't believe it had been made, and he was looking for one to prove them wrong.

Wonder what I should do with the model I own, which is orange and silver and lettered for General Electric?

For the record, I do not consider it one of Mantua's best efforts. It has brass wheels that are very sensitive to dirt (and will pick up dirt and tarnish at the drop of a hat); other than this it does run halfway decently, especially considering its age and what I assume to be a toy market target. The mechanism looks like it might be very similar if not identical to that of a 4-wheel trolley Mantua offered in about the same time period. And part of it is riveted together for permanence!

What were the designers thinking?

What were the designers drinking?

Argh!

I have no idea if it's there still, or where it came from.

Answering two questions.....

First, the EBTPA nor the EBTC have ANYTHING to do with the narrow gauge tourist section of the railroad. No lease or ownership of any kind. The railfan mecca in Rockhill is safe in the hands of the Kovalchick Co.

Secondly, that boat anchor the MTC drug in in 2003 is gone. It left last fall and headed to the WMSR. The CR-4 was non operational when it arrived, and was non operational when it left. Good riddance.

Secondly, that boat anchor the MTC drug in in 2003 is gone. It left last fall and headed to the WMSR. The CR-4 was non operational when it arrived, and was non operational when it left. Good riddance.

This is correct; the CR-4 is now at the Western Maryland Scenic Railroad which obtained it for use as a shop switcher. I understand that it has been operated and proven handy for its intended purpose.

Alan Maples