What about the tunnels on the DL side in Oswego NY? Could this low clearance also have been a reason for the low horns (despite the fact that nothing bigger than a GP7 or RS2/3 went up there)? After all it's those tunnels that kept WAG's ancient wood boxcars running. Bill K. - ---------- > From: Schuyler G Larrabee <"sgl2_@_ix.netcom.com"> > To: Tupaczewski, Paul R (Paul) <"paultup_@_lucent.com">; David Monte Verde <"tequila_@_frontiernet.net">; EL DIGEST <erielack@internexus.net> > Subject: Re: (erielack) New Material - 22-28 Aug > Date: Saturday, November 20, 1999 9:48 PM > > Paul commented: > > > That's weird, though. When you think about it, all the later units > > (SD45/SDP45/SD45-2) also had the bracket that pushed the "output end" of > the > > horns beyond the front cab face... > > They didn't have the bracket to get the "output end" out in front of the cab > face, they had the bracket to get the overall clearance profile, from the > front of the engine, down to a height which would fit through a tight > clearance point, generally believed to be the short, tight, curved (I think) > tunnel in Cleveland which provided access to the Erie's Hulett unloader > facility. > > The 424's came with those single blatters, right from ALCO. By the time the > 425's arrived, some DL&W heritage people were in charge at the top, and in > the motive power department, and they made the change to the multiple chime > horns. > > SGL > > > ------------------------------------------------------------ > Visit the erielack photopage at http://el-list.railfan.net ------------------------------------------------------------ Visit the erielack photopage at http://el-list.railfan.net ------------------------------
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