Rahway Valley No. 16, now on display at the Whippany Railway Museum in Whippany, NJ, awaits visitors and fans who have a chance to see a real veteran of a New Jersey short-line. No. 17, its companion, will also be restored to original colors. Both diesels, along with steam engine No. 15 at Steamtown in Scranton, PA, worked together on the Rahway Valley Railroad out of Kenilworth, NJ, in the 1950’s.

Swing up the steps, carefully, and hold onto the railing, it takes three steps up onto the rear deck of a General Electric 70-tonner. On the cab wall are two more steps which will reach the cab door. Swing it open and let’s take a tour around.

Former Rahway Valley conductor Walt Switz is already on board and will assist with our visit. “To start Nos. 16 and 17, there was a pushbutton on the panel, under the hood, on the left side was a reset button. You had to open the hood door and hold the button up with the engine turned over. Once the engine ran for a while and the oil pressure built up, it would click closed. The engineer would lean over to the left side and signal ‘OK.’ You could close the hood and once the air pressure was high enough, it was ready to go.”

There were two “KYSOR” hot water heaters in the cab, and you could sit on the one against the back wall. Walt Switz recalls, “It wasn’t too warm to sit on, as it didn’t work so well. Unless the engine temperature was at the high end, about 180 degrees.”

In the cabinet, on the back wall of the cab, were stored some tools, rags, and maybe a can of oil. It also served as a seat. A pocket on the engineer’s side of the cabinet held the maintenance manual for the GE 70-tonners.

A fire extinguisher was mounted in a bracket on the fireman’s side of the cabinet, held steady by a ring attached to the floor. Above the cabinet on the back wall were three inspection card holders, one above the other. The top one was a daily inspection card, next the locomotive inspection blue card, and finally the air brake schedule. The interior of the cab was painted a light gray, including the floor which was made of thick Masonite panels. On the ceiling over the rear cabinet was a porcelain light socket that held a bulb in a cage. In the center of the ceiling is a circular vent that could be screwed open. The rear cab door, and the left front door had locking door latches, and both had catches that held them in an open position. The rear one was mounted to the cab floor, and the front one at the top between the grab irons on the hood.

The side middle windows could be slid open. A hook latch locked them and a spring latch at the top held hem in place. Also, the engineer’s front window could be tilted open several inches on two sliding brackets held with wing nuts. It locked with a “suitcase latch.”

The front and rear windows had air operated wipers and defrosters – their piping running over the walls. Walt Switz recalled, “When they were ordering the 70-tonners, George Davis (master mechanic) wanted to get some options,” you could get them with a thicker deck plate, thus bringing up the weight (as delivered weight was 139,000 lbs.) to 75 or 80 tons, increasing tractive effort. George Clark (President and General Manager) said “No!” Switz noted, “Davis also wanted another option as well, considering the steep grades returning from Summit and Newark Heights, Davis wanted to get a larger air compressor. Again the frugal George Clark said “No!” Maybe they should have sprung for it.”

The smaller air compressor that No. 16 had presented some issues, on occasion. Walt Switz recalled,, “When we would run in bad weather, Frank Froat (the engineer) would turn on the windshield wipers and the air operated defrosters, and then, the well-known ‘maniac on the horns’ would clear a couple of crossings. The use of all the air operated appliances, plus the train brake, would cause a gradual drop in air pressure which would apply the brakes! Froat would grumble, grin, and turn off some of the air operated appliances.”

In the left side rear corner was room for a couple of lanterns on the floor and the ubiquitous “big flag,” black oil cloth swivel seats centered in the windows held the fireman and engineer. Walt Switz remembered, “On one occasion George Clark accused the crew of sitting on their duff, instead of watching the train (after a derailment had occurred at Aldene) and had the left seat removed. Of course a pail or a spike keg took its place until it was replaced.” In front of the fireman’s left knee was the emergency brake valve mounted on the cab side wall. In the corner of the cab behind the engineer’s seat rose the hand brake lever and pawl, connected by chain under the cab floor to the brake levers. Out back on the deck, a two-step climb from the cab was located a tool box measuring about 12” x 24” x 48", long enough to hold a spike maul, along with various tools and a large can of oil. This made a convenient sitting spot on nice days – out of the cab and away from Frank. Both engines had a box on the rear deck.

Three steps down the end ladders would bring you to ground level. On the corners of the cab, on both sides were sand hatches, which pulled open. Above on the corners were slotted brackets for class lamps and covered outlets to plug them into. There was a hatch next to the steps under the middle of the cab back wall to gain access to piping and wiring. On the front corners of the hood next to the louvered radiator were also class lamp brackets and their sockets. Sand hatches were also to be found on the nose on each side. On both sides under the deck were re-rail frogs, used when the engine or cars would leave the rail, they could be wedged under a wheel and the car truck pulled against it. Hopefully the wheels would be guided back onto the track. You will also find the square diesel fuel tank in the center of the frame. It is filled by a filler pipe under a hatch in the running board on either side. The round tanks in front and rear of the fuel tank are the air reservoirs. Might as well look at the 36” wheels in the all the welded equalized trucks while we’re down here.

Back up on top, the rear cab wall sports a nickel plated headlight. Its rectangular rim surrounding twin beam headlights - two GE bulbs, 200 watts for switch engines. The frame closes with a spring loaded catch. The front hood carries the same set-up.

Also, on the roof of the cab was mounted a small radio antenna, its wiring running down the front wall inside the cab to where the radio sat. Outside on the cab under the windows were two doors, the right side pair gave access to the brake stand piping and other lines, on the left side were the batteries (six big ones), blocked tightly in place with 4x4’s.

All the windows originally sat in black rubber gaskets, directly in the openings of the cab walls. A 70-tonner ran rough at 15 MPH (10 to 15 MPH was typical). You needed the skill of a blue water sailor to ride the deck as the engine wallowed in all the soft spots in the roadbed. In the late 1960’s, Walt Switz was standing in the cab while descending the hill next to the Galloping Hill Golf Course (Tin Kettle Hill). Frank Froat was letting them roll. When No. 16 hit a soft spot and lurched particularly hard, Walt’s posterior slammed into the left front window and cracked the glass. George Davis blew up, “Do you know how hard it is to replace that glass?!” – This was the period when No. 16 was badly in need of paint. She was repainted shortly after and got her window fixed at that time. It took three guys a couple of days to roller paint at a cost of $500.

Centered in the front wall was the electrical cabinet – two doors opening onto the set of relays and contactors plus banks of fuses. A smaller door under the panel held a ground disconnect switch, an electrical cut out lever, and toggle switch. Also access to the throttle linkage. Above this cabinet on the front wall was centered the cooling system surge tank. On the right side in a wire cage was a water glass with a valve.

On top of the electrical cabinet on the engineer’s side sat the “Tachograph.” This clock/taxi meter looking gadget recorded, on paper discs, time and movement. Management could track the amount of goofing off its employees. If you look under the right side above the rear truck, you can see the friction wheel of this device. It also served as a speedometer. There were installed soon after the diesels arrived, in both units. Also on top of this cabinet sat a four channel Motorola radio on a tall bracket.

On top of the right front of the cab roof is the air horn, the current one is not the original. No. 16’s original horn was a Nathan M3R1 triple bell horn that had a nice tone. No. 17 had a Nathan M5 with a special feature, a sort of double valve – loud and soft. Both units had spring loaded valves mounted on the front wall next to the window, with a cord and wooden handle (two on No. 17). Careful, viewing of photos will reveal the cord in the window opening.

Walt Switz recalled, “We would be bouncing along, the whistle cord swinging, when Frank would reach up to blow for a crossing. It was fun to watch him paw at it trying to catch the handle.” No wonder he would sometimes miss a horn signal. The night they first started using No. 16, in 1951, a man in the Colfax Garden Apartments said that No. 16’s horn was so loud that he threatened to shove the Nathans up the engineer’s posterior orifice.

Directly in front of the swivel seat was a heater unit, same as on the back wall. We can assume it didn’t work so well either.

Low under the window, above the heater on the front wall was the lever to activate the topside radiator hatch, when the temperature gauge went up too high, you opened the hatch. Walt Switz recalled, “One time we were riding up front, leaning against the louvers, when Frank closed them – they were air operated and would open slowly, but tended to slam shut – he caught my jacket in them.” – “Hey Frank!”

In the right front corner under the window was the sander valve – front and rear truck settings with air. Just behind, a smaller version valve would turn on the bell, which was under the running board.

Rising from the floor on the engineer’s left, with little room to squeeze past, was the brake stand (Westinghouse – New York Air Brake Co.).

The two handles for the small independent (engine) brake and the larger train brake were at easy reach of the “hogger.” It took a little skill to ease No. 16 down the grade from Summit and still have enough air to stop before the crossing at Springfield. Frank got the hang of it, being the same set up as on a steam engine. Walt Switz recalled, “Frank did not like to apply the brakes hard, even if a quick stop was required – he rarely hit the big hole.” In front of the brake stand is the throttle lever. Mounted horizontally and on the quadrant, notched in eight steps, it was used to run the diesel engine. Higher RPM’s turned the generator – more juice – move power to the electric traction motors on the two engine trucks. It was released with a spring catch and worked all the way open to climb the grade to Summit. Just below the throttle lever was the reversing lever, to the left of the engineer’s knee. It had three positions – forward, neutral, reverse.

Up above, notched into the corner of the electrical cabinet, were the gauge cluster – air pressure, brake pipe and main reservoir, temperature, battery, load meter, and in the center a round plate bearing GE’s “coat of arms” trademark (like the plates Boeing put on the B-17’s steering yoke – a little pride in your product). Also, on the engine components under the hood is evidence of various builder’s badges and plates – all company pride – most are long gone – plucked as collectibles.

Above the panel on a pipe was the speedometer gauge. Alongside of the gauge cluster was a pair of brass panels containing bakelite switches, much like wall switches in your house – the left side – cab, gauge lights, heater, and headlights – the right side – lights, front and rear headlights, bright/dim, markers. Under the left bank was the starter button, and at the top the wheel slip warning light (use of the sander valve would be needed when this amber light was on). No. 17 has a slicker panel set-up, being newer. Its panel is toggle switches of a more industrial nature.

Out the front door on the left were two grab irons to the top of the hood, and further forward under the running board were the emergency fuel cut-offs. Another was in the cab, just in front of the sander valve, which has a triangular pull ring. The fuel fill pipes were under hatches on either side running board, over the fuel tank. It held 550 gallons of diesel fuel. With a crew of three or four wedged into the small cab and full fuel tanks, No. 16 was ready for the interchanges and the start of the day. If George Davis had all the filters clean and lubrication performed, it should be an uneventful day.

Do you feel confident to climb up into the cab and go out for a run? Let’s put our gloves on!