Amazing. Too bad this disappeared - it could have tied into the green energy grid - plus dynamic downhill braking - low carbon railroading!
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Paul is so right. And what an amazing helper unit movement, so unique! Awesome. Thank you so much Robert.
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| Posted by on June 30, 2025 | |
Any "dynamic downhill braking" on former MILW was from freight diesels (and E-7A's or E-9 sets), on the electrification it was regenerative braking whereby traction motors (such-as those under that EF-2 set) became generators through "back electro-motive force" and returned power to the catenary. Latter was then returned-though m/g sets (running-as DC motors turning AC alternators) and fed-back into the 100kV-AC substation "bus" transmission line (and reversed electric meters, "trick" was to match 60-cycle frequency which was done manually). Sign designating elevation @ Continental Divide ("6347") in foreground to Rt.-of "cab-slug" #E-47C was highest point on former RR from 1908 through 1980, w/in a car-length E/b from (spring) switch-points (near M/p 1505.3 on then-Rocky Mtn.Div.'s 4th "sub") @ W end of Donald, MT. E portal (beyond yellow 25MPH track-speed sign in Rt.-background) of 2,290 ft. Pipestone Pass Tunnel ? 11 has since partially-collapsed (is w/in the Valentine Lode mining claim) - which is why USFS' "Old Milwaukee Trail" #4814 from the S end of Janney Rd.(near M/p 1510) ends @ former site for E switch of Penfield (w/in 800 ft E/b from M/p 1508), some 825 ft.W/b from W portal.
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