It sounds like you have a Santa Fe model FT.  This was EMD's first production road engine.
The paint scheme you describe was the passenger scheme.  The freight paint scheme was dark blue with yellow striping.

These locomotives were used from 1939 through the 1950's.  It is a correct model for the Santa Fe.  It was used to pull both freight and passenger trains.

To use this loco to pull current production model cars, it will need to be equipped with knuckle couplers.  Check with a hobby shop for advice on this.

Les

I remember seeing an article in a magazine about 45 years ago on how to modify an Arnold N-scale GG1 into a Milwaukee Road Bi-polar electric.

It involved kitbashing the center cab section out of a caboose, and forming the end hoods from sheet plastic draped over a metal tube with a heating element inside.

With some "junk box" detailing, it looked pretty good!

I'm sure the same thing could be done with the new Bachmann GG1.

Les

I think this Turbo Train might be a good choice for a re-issue.  Not just a repop with the same old shortcomings, but a re-engineered model.

I was working in N scale at the time this train was released, but didn't buy one then.

I remember this train was put on a nationwide tour, giving free rides to the public (missed out on that, too).  So it would be appropriate on many model railroads of the late 60's time period.  I would buy one if it were in the United Aircraft livery and not PRR or AMTRAK.  There may very well be a market for those roadnames, too.

Les

jward,

I liked running the GE units best.  The 4 cycle engines ran slower than the 2 cycle EMDs.  They were slower to load and had a more relaxed chugging sound.  The Dash 9s and the ES units had sound insulated cabs, making them less stressful. (Sound is a stressor, especially after 10 or more hours.)  The GEs also made more interesting sounds when starting.

The GP9 was a good unit to switch with.  It loaded quickly, and some had a switch that could be set for "switching service" (load quickly) or "road service" (loaded slower, but less apt to slip).

The non-turbo EMD units (GP9, SD9) worked better at sustained low-speed drag operation than the turbo EMD units.  They were also less likely to catch fire.  For such a large unit, the SD9s had a surprisingly cramped cab.

The GP30s were pretty good all around units.  I even ran some with type B road trucks off scrapped FAs.  Some had been downrated by having the turbos removed for sustained low speed operation. (Making them GP28s?)

I've run SD40s, including the ex-demonstrators, but liked the SD40-2s better.  They have big, comfortable cabs and big end "porches".  Their modular solid-state electrical components were more dependable than the old hard-wired ones of their predecessors.

The modern EMD and GE units with "fly by wire" controls were nicest to run.  I liked the desktop style controls better than the side console controls.  A lot of engineers preferred the latter.  The first time I ran one I had the feeling I was flying the Starship Enterprise.

Les









'

I like the steam-powered winch on the "Fale" locomotive.  It would be handy for rerailing, or for moving cars on a parallel track without poling.

Steam locomotives: CB&Q class O5 4-8-4 and CB&Q class S4 4-6-4, and Milwaukee class F7 4-6-4.

Diesel locomotives: EMD E units; Alco PA units.  FM H-12-44s.  For models to operate.
EMD F units; Alco FA units for railfanning.
GE U23B; Dash 9 44 CW; ES 44 AC; EMD GP 9; SD 9; GP 30; SD 40-2 to operate.

Electric locomotives: MILW Bipolars; Little Joes.

I have been a railroader for 26 years, a locomotive engineer for 16 years, and a model railroader for 48 years.

Les

'

N scale has been underserved for decades.  After working in N scale since 1978, this is the first time I have ever heard a complaint that N scale is getting the good stuff while HO is getting short shrift.  You must be kidding.

Pick up a Walthers sale catalogue and compare the N scale offerings to the HO.  And consider how many of the N scale structures and vehicles are of European or Japanese design.

N scale is still way behind HO in availability of North American items.  Model a period operation and the situation becomes more acute.  HO has about anything one could want, and always has.  HO has plenty of E units, from brass to plastic.  It has been only fairly recently that we have has early E units available in N.  It seems to me HO has an embarrassment of riches.

Les

If Bachmann is going to build E-7s in HO, how about doing some in N scale?

Les

It is my understanding (I still have the rulebook around here someplace) that the maximum age for equipment used in US interchange is 50 years.  I think individual cases could be appealed to the Interstate Commerce Commission (now Surface Transportation Board) for an exception.

Cars with non-standard trucks (arch-bar, journal bearing) can be used on equipment that is not interchanged.
Interchanged equipment must have steel underframes and current brake equipment.

When I worked on the Milwaukee Road (beginning in 1973) we handled some ancient wooden boxes for green hide loading.  They were 36 foot-long cars owned by the Wellsville, Addison, and Galeton Railroad of New York.  Once a car is used for that, it stinks so bad that it is unsuitable for any other lading.  I cannot remember the manufacture date for those cars.

The oldest cars I regularly saw in service were tank cars.  They could be (and were) as old as 1923.  Some used separate steel underframes and were of riveted construction.

Company service equipment could be any age, as it was not handled in interchange.  We had an ancient steam-powered pile driver.  On the DM&E we had a 1916 Jordan Spreader.  It still had the owner's manual inside it!  It was illustrated with the spreader being shoved by a steam loco.

Les

Les

On most American freight cars, it is against the rules to apply or release handbrakes while standing on the ground.  In practice, this rule is often ignored.  The reason for the rule is, in order to do this, one usually must stand on the ground between cars, and a car sometimes will roll if the handbrake is released.

An exception is certain flat cars that are arranged to work the brake by a person standing beside the car (and out of danger).  Climbing on, or working a handbrake on, a flatcar is inherently dangerous, as there is nothing to hang onto.

Les

That sounds encouraging.  I haven't tried this latest version, although I have accumulated several Bachmann F-units over the years.  Some died with split white gears, and one had a bad armature that would swipe the motor frame.  I have one remaining that I use.  The rest of my F-units are Rapido, Con-Cor, Intermountain, and Kato.

Good for you for modelling the Milwaukee!  I've covered many miles in Milwaukee Road F-7s, F-9s, and FP-7s.

Once I got a cab ride in an ex-UP F-9.

Les

I fixed an EZ-Trak turnout that was on a roundhouse lead.  Four-axle Diesels had no problem, but six-axle units would climb the rail.  I tried jwnewemail's solution, but that wasn't enough.  Then I checked gauge (at the frog) and found the gauge too narrow.  I spread the stock rail slightly with a long-nosed pliers and that solved the problem.  I use E-unit locomotives mostly on my CB&Q/C&S passenger trains and need a smooth approach to my turntable.

Les

You will need to use a DC power source, as the turntable drive uses a DC motor.

Les

According to the cover story in the Jan. 1969 MRR, the G&D consisted of a mainline of 18" radius (I think) with a branchline of maybe 15" radius.  Not all equipment could use the branch.  Locos up to 2-6-6-2 were used on the main.

The railroad was expanded many times, but all versions included the previous ones.  No Diesels were allowed.

This was one of the greatest model railroads of all time.

It can handle the switches easier than the lights, because the switches will only be intermittent rather than continuous, and you will never need to power all the switches at the same time.

Les

Ryan,

If you don't have a multimeter, you can test for electrical continuity with a 12-16 volt light bulb.  Touch leads from the bulb to both rails with the power turned on and see if the bulb lights up.  This is easier on your equipment because you are not creating a short circuit.

Les