May 8, 2017
Here it is in July of 2010.
It is a NZ trainset, but it is the "Train of the Gods" set. It was sold to the same owner as ACL 501, who eventually moved it to Kansas City with a bunch of other 30s era CB&Q/C&S lightweight equipment. All of that passenger equipment ended up getting sold to Saudi Arabia in the late 1970s, I believe. As far as anyone is aware, that equipment is still there (there were even attempts in the 1990s to get some of it brought back to the US).
South Dakota Central FP7A 103C (ex-MILW 103C), 1880 Town, Midland, SD, early 1990s (Bob Jordan) (103C was sold to a J. W. Kerslake for use at a restaurant in Tea, SD along with three piece of Santa Fe passenger equipment, a trio of REA reefers, a NP dome and some other miscellaneous equipment, when that closed 103C and the Santa Fe cars were sold to 1880 Town in Midland.)
Southern SD35 3018, Denver, CO, early 1970s (Bob Jordan)
For those who don't know, the Illinois museum's set is "The Train of the Goddesses". Both were built for the Twin Zephyr (Chicago-Twin Cities) about 1936, and replaced by E-5s hauling longer, non-articulated equipment a few years later. Their fairings don't quite line up with E-unit bodies because they were originally hauled by 9904 and 9905, Budd-bodied, twin-V12, 1800 horse precursors to the E units with B trucks and early Zephyr styling.
Southwestern Portland Cement SD40-2 415, Denver, CO, August 1994 (Bob Jordan)
Sperry Detector Car 131, Denver, CO, circa 1970/71 (Bob Jordan)
I think Sperry 131 is former Lehigh Valley gas electric No. 27, built in 1925. The LV operated over two dozen gas electrics on their system, as built by Brill, Osgood-Bradley, Bethlehem Steel and St. Louis Car/EMC. The last car was retired in 1952, having served on the 1.7 Mile branch to Flemington, NJ.
That SWPC was repainted in Livingston at the LRC shops while I worked there! Neat! I will have to look for my pics of it fresh out before I moved it down so MRL could pick it up. Do you think the owner has an NFL preference.......?
The equipment of the former Texas Southern (and briefly Transcisco Texan) tourist operation heads north to the Washington Central, circa 1993 (Bob Jordan)
Texas Southern F7A 100 (ex-B&LE 723A), circa 1993 (Bob Jordan)
I rode behind that F7 when it was in dinner train service out of San Antonio.
I rode it once here in Washington, out of Renton.
Transcisco F7A 102 (ex-B&LE 723A), on its way to Washington, circa 1993 (Bob Jordan)
Transcisco F7B 101 (ex-B&LE 723B), also heading to Washington, circa 1993 (Bob Jordan)
The ex-Texas Southern/Transcisco Texan F-Units roll past the camera, circa 1993 (Bob Jordan)
Transcisco Railcar NW2 50, Bill, WY, circa 1993 (Bob Jordan)
UFIX Bathtub Hopper 2091, Colorado, mid-1990s (Bob Jordan)
US Air Force 65 Tonner 7168 (ex-US Army), Denver, CO, early 1970s (Bob Jordan)
They'll never get it off the ground.
How do you tell the difference between a GE 44 ton and a GE 65 ton?
You do ask the tough ones. I believe the frame is thicker on the heavier models, and the trucks often have more springs. I'm not sure how reliable those are.
With enough properly applied thrust . . . However, the flight may be short, and the landing a little rough!!!
Though nothing external that someone might distinguish between the two?
I remember hearing that the 44-tonner was designed because regulations of the time required certified (union) engineers to operate any locomotive 45 tons and above. The 44-tonner allowed small companies to operate them with employees who may have had other duties part of the time.
The way I heard it, a fireman was required on anything heavier than 44 tons. But I'm sure whatever the law said, the USAF was exempt from it.
You are correct, my mistake. https://en.wikipedia.org/wiki/GE_44-ton_switcher