by typesix
Boeings were not compatible with anything. Seashore is all poles, no pantograph operation.
Railroad Forums
Moderators: sery2831, CRail
NaugyRR wrote:They couldn't trainline with other cars as MU's, but could couple in a dead-tow or dead-push situation with any Type 7's or Type 8's with no ill effects. They could not ever push/tow a PCC because of different couplers, however. I've even personally seen a B-B-7-8 sandwich pull into a station to discharge passengers from its dead half. The rerailer car--when it was still in-service before its propulsion crapped out--was the car that was doing the towing back to the yard for every dead 7 or 8 that derailed.jwhite07 wrote:...Regarding Naugy's trip plans, if you live it up and stay at the Indigo hotel adjacent to Riverside, you can probably get a better deal on a room facing that "dirty ugly railroad yard". I've stayed there before (well, back when it was a cheaper place), but those rooms have a fairly decent view of the west end of the yard. By the way, not going to be a problem catching a rebuilt Type 7 now... the challenge will be catching a non-rebuild in original paint!Here's a question; did the Kinkis and Boeings ever operate trailed behind one or the other, or were they incompatible to be used as a set?
Another question regarding Seashore's Boeing; it's been since high school since I've been up there (actually got to run the Dallas car and had a blast), but don't they run basic trolley wire up there? Hypothetically, if the Boeing were made operable, it'd have to be rigged with a trolley pole instead of the pantograph, correct?
Don't the Boeings, 7s, 8s, and PCCs all have Tomlinson couplers? Why would there be an incompatibility there?Although the overall basics of the design are similar, not all Tomlinson couplers are the same. Various types exist with different face dimensions, hook sizes, electrical contact block location and size, etc. The Boeings eventually got the same coupler design as the 7s and 8s have, and thus the three different type cars could be mechanically coupled, but not electrically trainlined (until the 7s were modified to run with 8s). It was never possible to couple an LRV of any type to a PCC without an adapter because the PCC couplers were of a different Tomlinson design. Even the T's rapid transit cars have Tomlinson couplers, but they're a different type than used by the LRV fleet, too. I don't think they're mechanically compatible, but maybe someone at Seashore can try to hitch the 0600s to 3424 and let us know how they make out!
ebtmikado wrote:MUNI installed trolley poles on a couple of its Boeings. Not a big deal. Seashore has mounted poles on 3rd rail cars without issue.Always wondered how they did that with the rapid transit cars given that they have no power feeders going to the roof unlike a pantograph equipped LRV and therefore someone has to snake a fat wire up through the walls and roof somehow.
No big deal either.
Lee
jonnhrr wrote:For those they attach a very small trailer--colloquially called "bug cars"--that just has a trolley pole and a bunch of jumper cables that clamp onto the third rail shoes of the HRT car. Since it's all the same DC voltage across the T (and many other very old systems) whether third rail, pantograph, trolley pole, or TT trolley poles...no voltage conversion needs to happen. The bug just acts as a glorified extension cord (usually with enough jumper cables to power all shoes on both cars of a married pair).ebtmikado wrote:MUNI installed trolley poles on a couple of its Boeings. Not a big deal. Seashore has mounted poles on 3rd rail cars without issue.Always wondered how they did that with the rapid transit cars given that they have no power feeders going to the roof unlike a pantograph equipped LRV and therefore someone has to snake a fat wire up through the walls and roof somehow.
No big deal either.
Lee
MBTA3247 wrote:That might be trickier than you think: I've noticed a number of the #12 cars no longer have the pantograph mounts and cable on their roofs.I seem to recall reading that the T was removing most of the overhead equipment during recent maintenance work.