ex-CNJ cab control cars

Discussion Related to the Reading Company 1833-1976 and it's predecessors Philadelphia and Reading Rail Road and then the Philadelphia and Reading Railway.

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Re: ex-CNJ cab control cars

Postby keyboardkat » Tue Nov 30, 2010 6:10 pm

I know that the 74-volt line was used for lighting all the cars on trains with those types of cars. The train I was talking about consisted mostly of air conditioned cars with axle-driven generators, demoted from long distance service either on the B&O or the Blue Comet or the Queen of the Valley. These cars had no need of the 74-volt line. It was only because there was a 1300-series cab car on the other end that a 74-volt line was necessary, as that car, alone, would have had no lights otherwise.

I'm curious about the 74-volt generators on diesels. Did they have separate small engines to power the 74-volt system? Was it pulled off the prime mover somehow? But if the latter, how did they keep the lighting power steady when engine RPMs naturally varied all over the place?
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Re: ex-CNJ cab control cars

Postby sjwhitney » Tue Nov 30, 2010 7:26 pm

The ex-B&O cars likely had an above-the-door 32V train lighting socket. Many long distance cars had these so that in the advent of a failure of the on-board generator equipment, an adjacent car could supply power. This line had a knife switch to cut it in or out and could easily be used to trainline the 74V to a cab car.

The 74V from a locomotive could easily be supplied by the auxilliary generator. Most had ample powewr to do this. However, the locomotive needed to be equipped with a passenger lighting socket to accomplish such.

I should have made note that in the days where locomotives were supplying DC power for head end lighting that I erred in saying it was 74V. In fact it was 32V that came from train lighting generators. The 32V equipment was a definite hold-over from the days of steam when locomotives typically used 32V DC for lighting. To this day, diesels carry on the tradition by using 32V headlight lamps (which they DON'T need to use). Passenger cars also used the 32V system through the end of steam (some roads like B&M had larger steam dynamos to power coaches) and was carried on through the diesel era until replaced by 120V AC power.
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Re: ex-CNJ cab control cars

Postby BGRMJames » Mon Dec 06, 2010 7:11 pm

With the engineer in the cab control car, I presume the fireman/head end brakeman/warm body stayed in the locomotive (while in CNJ service)? At least in the early days of diesels?

Up there on the Green Mountain, do you guys have someone in the locomotive while the engineer is operating the cab car?

I was thinking of the somewhat lower reliability of our ancient locomotives versus one in everyday, heavy service. While there are few issues that would be helped by an immediate responder, I guess it would depend on the individual locomotive.

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Re: ex-CNJ cab control cars

Postby ApproachMedium » Mon Dec 06, 2010 7:33 pm

Id imagine that the fireman had to stay in the locomotive to keep the steam generator going. The EL didnt have this problem with push pulls since they got the pullmans (comet 1s) with HEP
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Re: ex-CNJ cab control cars

Postby sjwhitney » Mon Dec 06, 2010 7:48 pm

No, we don't have anyone in the unit while cab car operating. While they MAY have had a fireman on board, he wasn't really needed in the unit as the cab cars had boiler blowdown controls in them.
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Re: ex-CNJ cab control cars

Postby faxman » Mon Dec 06, 2010 9:51 pm

in the 70's there was a fire in cab car. He had wiper control and brake valve
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Re: ex-CNJ cab control cars

Postby sjwhitney » Tue Dec 07, 2010 5:05 am

He must have not enjoyed the ride too much as there was only a small fold-out toad stool seat similar to RDC cars on that side in the 1300's, if I recall correctly (due to still usung that side of the vestibule for passenger loading/unloading).
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Re: ex-CNJ cab control cars

Postby keyboardkat » Thu Dec 09, 2010 6:00 pm

sjwhitney wrote:The ORIGINAL train lighting was via 74V power supplied by the GP-7's and RS-3's with train lighting generators. However, in later years this was changed to 120V lighting as supplied by the more modern passenger units. The original lighting power passed through the sockets above each doorway as was traditional. However, the 120V power required that a second trainline be added below the cars. The overhead line was retained for supplying 74V power to the cabs for locomotive control, radio and equipment lights. The headlights were wired to the 120V power. This method of control we still use today except that with short trains and more modern radio I can get ample power through the MU line instead of needing to have a locomotive equipped with a 74V power socket.


Isn't modern HEP, both for Amtrak and NJT, 480v.a.c.? Up in Canada, GO Transit uses 575v.a.c. HEP.
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Re: ex-CNJ cab control cars

Postby sjwhitney » Thu Dec 09, 2010 6:37 pm

Well, I DID say MORE modern, not the MOST modern....
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Re: ex-CNJ cab control cars

Postby oknazevad » Thu Dec 09, 2010 6:52 pm

No to be a nattering nabob of negativity, but what does this have to do with NJT? Seems more appropriate for the CNJ related threads at the Anthracite roads forum.
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On second thought, let's not go to the NJ Transit Rail forum, 'tis a silly place.
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Re: ex-CNJ cab control cars

Postby Otto Vondrak » Sun Dec 19, 2010 1:37 pm

oknazevad wrote:No to be a nattering nabob of negativity, but what does this have to do with NJT? Seems more appropriate for the CNJ related threads at the Anthracite roads forum.


My original question asked if any of these cars made it to NJT service, and we kinda went from there.

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Re: ex-CNJ cab control cars

Postby Jeff Smith » Mon Dec 20, 2010 10:57 am

I did leave the shadow topic in place. Let me know if you want a return at any point; I thought cross-posting might generate some interest.
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