Inside an operating F3 

Hahhahahahhaha

Same here, except that in my case the station was Nagatino (on the Pavelets line out of Moscow)! BTW, on that line all of the passenger trains are electric (R2 EMUs for the commuter trains, Czech-4 electric locos for the expresses); the freight trains are mostly diesel, though -- mostly Erie-builts and Alco RS3s (oh man, you'd have to see them to believe how much smoke those Alcos put out!), but not a single EMD unit to be seen.

Does she have dynamic brakes?

Between 1970 and 1972 Clyde Engineering (an Australian company that held a EMD license) made the CL class which was last of this type to be built

Yup,I noticed that too... Now was that added to this video, or is that in fact the sound of that engine, and what the developers used for every locomotives sound in that game.

Actually, yes. The flanged wheels keep the entire train on the track. There were steam locomotives that had a huge valve handle where a steering wheel would be. An engineer with a very weird since of humor once loved to pretend he was "driving." One time, they were going on a winding stretch of track, and he turned to the brakeman and said, "Hey, Brakey, could you take the wheel while I go to the coal pile?" That poor brakeman was sweating blood "driving" the train over all that winding railroad until the engineer got back.

f,n right!

+stainless0521 I may re-edit this video. Can't help the sound much unfortunately, but I like the idea of subtitles.

Great video. I'm really trying to find out how the "dead man's switch" worked on these old units...an ALCO (MLW) S-1 if possible. I'm researching for a story where an S-1 (or an RS-2 or 3) is sent off driverless. Did they use the constant pressure or intermittent tap, and if the latter, what would the max time be before the auto braking kicked in? Thanks again for the video.

You are both confused with your terminology and operation, fully left is full release, which gives full recharge of train brake, not to confuse that with locomotive brakes, which is also give full release to the left, so both handles are in full release to the left which releases all brakes on trucks and fully recharges auxiliary reservoirs on the trucks, so in effect that is the running position, first position to your right on the train brake gives minimum reduction, 7 lbs if i remember correctly which gives initial application of brakes on all trucks, it is at this point the locomotive driver in (Australian terms) holds the independent brake in full release to stop engine brakes coming on, you can then continue to the right to make further reduction up to a maximum of 25 lb on the train brakes, to give further braking effect, to apply truck brakes harder, or fully right, which goes to emergency, venting all air from train pipe, as fast as possible, for emergency stopping. 26 L is the same operation, excepts you hold the independent brake lever down. instead of pushing it fully to the left. I agree with you on the series to parallel shunting with the traction motors. 24 years driving trains in S.A.

Why did you like the F3's so much? Were they much different than later Fs?

you must be old to have seen F3s. I was a teenager in 1978 when we went to Illinois and Mn and we saw the absolute end of the F3. 2 F3s(GMO and ICG) at Bloominton,Il. and an FP7 leading an F3B in twin cities. these 3 were the only F3s I ever saw,,,,,(running),,,,,,the good old days!

operation unknown GP30s are the coolest locking along with sd70ace.

In the realm of EMD, hands down Union Pacific's "Centennials," the DDA40X MACHINES.

Of course they do bro.

They do, but not as much

@@stevenasante8662I see it all the time.

@@stevenasante8662 they do it every time they see you wave at them

I wave at people from my train all the time, the windows are so tinted that you probably can’t see me. And with reliable A/C, there’s no reason for me to really run with the windows open.

FL9s were 1,750-1,800 horsepower.

ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-2l2plM_V6lM.html

You should come to Australia! In Melbourne it's common to see Clyde - EMD locos from the 1950s and 60s in revenue service

Historical purposes, for the most part.

You have some great videos on your channel. Thank you for those, I've enjoyed watching them.

Hey its u again canadian ball

@@mgapryt4930 hello again I subscribe to you now

@@mgapryt4930 nice videos

@@an_asian_guy thx

@@mgapryt4930 your welcome btw nice videos✌😁

You do not see the door but it is in the cab at the front middle of cab. The bathroom door is there.

@@Ethan_Odom Were these locomotives operated by one person, or multiple crew? In case you need the crapper in the middle of a journey?

@@Republic3D American Trains still have two Men on the Locomotive, Engineer and Conductor. Europe usually is Driver only, but the Locomotives don't have a Bathroom either as Freight Trains here stop frequently too.

@@Genius_at_Work What about passenger trains, would the locomotive driver wait until next stop and then go quickly to the passenger toilet and then return for the next leg? I know, probably stupid questions but I'm curious. :)

@@Republic3D Usually yes. But they don't stay on a Train longer than 3-4 Hours before changing to one in the opposite Direction. They must know their Stretch of Track inside out, hence they don't drive too long.

That's an EMD 567 engine--567 cid PER CYLINDER. About 9,072 for the whole thing. Not exactly a Duramax or a Powerstroke, is it?

Naaahh... It is FSD v.99

Ahhh...You might want to avoid Mexico for now.

First build a railroad in your backyard

I think "very similar" is a bit of a stretch. More like passing resemblance. I'd say the f unit was aesthetically far superior.

ok. if you squint a bit and close one eye...