Received word this morning that PRR Doodlebug 4666 is on the move from BR&W to the A&A. NS is heading east as I type this to pick her up with the intention of dropping off at Topton later today.

Any info on what the story is here?

I got this in my newsfeed on Facebook today, from the BR&W Facebook page: "Today PRR "Doodlebug" 4666 leaves its longtime home at Ringoes. Its owner is relocating it to the Allentown & Auburn Railroad with plans to operate excursions with it. We will post some more pictures of 4666's journey throughout the day!"

https://www.facebook.com/BlackRiverRailroad/

Over the river at Easton

Is 4666 RB equipped?

2 Diesel locomotives weren't needed to get it from New Hope to Ringoes about 40 years ago, and CSXT wasn't involved back then or today.

Rob -

http://www.rrpicturearchives.net/showPi ... id=3845803

Might this tell?

Les

4666 is roller equipped and in operable condition. It does need some TLC though and will receive same from A&A mechanical staff, along with her owner.

Those are some very interesting bearing covers! I don't recall seeing any of that design before. Was this a Pennsy-specific design common on their Doodlebugs or a design by someone else? (i.e. Timken, Hyatt, or whatever brand of rollers the #4666 has.)

Reports from Facebook indicate that the doodlebug was vandalized overnight after her arrival, with some graffiti spraypainted on the side. It has already been removed, according to the posts.

If I get permission from the person who posted the picture on Facebook, I'll edit my post and share it here. Edit: permission received, attaching photo here.

It is my understanding that the 4666 operates on air brake pressure much lower than 90lbs, somewhere around 35lbs if I am correct? NS yard goats, such as the two units utilized for this move, aren't always a guarantee to have dynamic brakes that function in tip-top shape. For a move that involved exclusively independent and dynamic braking via a busy main line that includes a stiff grade via Pattenburg, two diesels was most certainly a wise choice. Lots of praise for the talented crew that patiently provided smooth sailing at 30 mph. Another quality move performed by the preservation friendly folks at NS.

FYI Jim Boylan, The 4666 did not need two diesel locomotives on it trip from New Hope to the Black River & Western in 1975. She ran under her own power over the Reading and Penn Central with an ex Reading Company caboose in tow. Besides an hour wait in Morrisville, it was a fast trip of about 5 hours from New Hope to Flemington, then back to Ringoes to tie down. I was one of about 12 people who rode her on that trip. We even had someone trying to board at Trenton, while the 4666 waiting for clearance on the NEC, trying to get to Princeton Jct, thinking it was just some more old equipment the Penn Central dug up for the locals. Have fun - David Notarius, Cambridgeshire UK

Based on what I've seen of other surviving examples I'd say it's Timken equipped. Hyatt bearings usually have an "inner circular" design while Timken produces the flat cap we see on most first generation diesels. Also looking at the 505 in Galveston which has Timken caps there is virtually a perfect match. The PRR used a mixture of bearings commonly Hyatt and Timken on its diesels or electrics. Even when shop-built the Pennsy often outsourced smaller components to independent manufacturers for the sake of avoiding cost to develop new technology.

Cameron

35 psi sounds like the independent brake cylinder pressure.

Could/did this thing haul another car at times?

Not 4666, but sister 4662 coming into Baltimore from Parkton, Md. in commuter service in June 1949, shot by Calvin R. Lloyd, collection of Md, Rail Heritage Library.

Yes, unlike RDCs, PRR "doodlebugs" used trailers often and were designed to do so.}

At one time, Black River had a CNJ coach set up as a control trailer, so yes, 4666 could haul another car. I was in the trailer cab once, never really paid much attention to the air, but IIRC the throttle was a hydraulic control valve, with quick disconnects between the trailer and 4666. I believe the control trailer has since been scrapped.

I have a Westinghouse booklet on AML schedule air brakes, from about the same era that 4666 was in regular service. Been awhile since I looked at it, but I don't remember reading about any really different air pressures. AML would allow a gas car to pull regular cars, and would also let a gas car be part of a regular train, so I would have to agree that that 35 PSI mentioned was an independent brake cylinder pressure.