Why Would Stand-by Steam Heat be Connected?

[gmpullman]

BaltACD

Have never heard of connecting steam during a 'regular station stop'. 

Nor have I, and it is this point that aroused my curiosity.

rcdrye

Steam was only connected for switching moves as necessary.

I recall being in Buffalo on the NYC and on other occasions at Toledo, in the dead of winter. Head-end cars were being set out and others picked up. Possibly the diner, too, as I recall.

No standby steam was connected during the half-hour to forty minutes or so of switching. It was beginning to feel a bit chilly in the coaches by the time the train was made complete and the car knockers got the steam back on.

It would seem that I have not described the scene in the photo well enough to get my question understood. At the risk of posting a published photo**, I hope that Bob Withers and the Moderators will allow this instance in the interest of "further study". Perhaps some of you have not recieved the Summer 2019 issue yet?

BnO_tail_sm-1 by Edmund, on Flickr

And I have cropped the portion showing what I believe is the Barco steam connector "made" at the end of the business car:

BnO_tail_barco by Edmund, on Flickr

Photos by Bob Withers, Feb. 1967

So, what I see is:

A baggage cart and box truck at the head end. Train is complete and head end work is being done?

The train crew is gathered three cars ahead. Departure would be forthcoming?

There is powdered snow/frost on the buffer plate and railing of B&O #100. It has been moving at track speed and I presume, has not recently been added (or the train backed onto the car as I have also witnessed) to the National Limited.

The rear truck of the Business car is stopped at the points of a main line crossover. Certainly not a usual place for a stand-by steam connector.

So, that's my question. It simply seems odd that the National Limited, presuming a brief stop in Parkersburg, would have what appears to be a steam heat connector still coupled at the rear of the train. No car inspector in sight ready to knock the connection apart.

Just seems odd, that's all. I guess we may never know.

_{**Moderators may, understandably, remove it if necessary.} 

Regards, Ed

[rcdrye]

Any location with set-out cars, or where passenger cars were regularly switched, would have "house steam" - this remained true as long as passenger equipment was steam heated.  Even in Vermont, not exactly a major source of passnger traffic, there were steam connections available in St. Albans, Rutland, Burlington and White River Jct. into the 1950s.  White River Jct. had steam lines until the Montrealer/Washingtonian was discontinued in 1965, used for the setout sleepers from New York.

Steam was only connected for switching moves as necessary.  Switchers assigned to passenger terminals would usually be equipped with steam lines.  EMC, Alco, Baldwin, FM and Lima all had switcher or roadswitcher versions designed for or commonly used for passenger terminal assignments.

[Deggesty]

The SPV map of Parkersburg shows that there was a connection between the River Line and the line to Cincinnati. It came off the east-west line just west of the yard, and went down to the River Line, coming in northbound.

[MidlandMike]

I was wondering if cars off the main line might have been set out for the Ohio River line.  Topo map indicates the two lines were grade separated and it's not clear that there was a connection.

[NDG]

Some Terminals had steam heat laid on for their own Business and Office cars when they were not out on the road.

Also for visiting Private and Office Cars of other roads or Companies

Some tracks had live steam to keep boilers in Auxiliary Cranes and their dining and boarding cars warm for prompt use and to prevent their freezing in Winter.

Older Passenger Diesels were plumbed to accept Shop Steam from their own Steam Lines to keep them warm when Diesel shut down. Same if locomotive failed on the road, steam could be introduced from other locomotives in consist.

Ditto receptacles for electric power to conserve locomotive batteries when interior lights required, with attendant change over switch.

A steam locomotive could be specially assigned at remote locations to perform yard duties, switch Private Cars and supply steam heat where no Roundhouse

Thank You.

[BaltACD]

gmpullman

Paging through the recent Classic Trains Summer 2019 issue I came across the great Bob Wither's photo on page 42-43 of the National Limited "departing" Parkersburg, West Virginia, in February, 1967. 

In studying the photo I discovered that it certainly appears that the stand-by steam heat is connected to the tail end of the business car. Now I am wondering if this connection was made because the power was cut off for a while leaving the cut of cars without a source of steam?

The actual location of the between-the-rails steam connector seems odd, as well. I saw them usually placed at the end of a stub siding or at least where a cut of passenger cars would be left standing while no locomotive, with its source of steam, was accompanying them.

The Parkersburg photo shows the track steam connection at or near a switch (note the rail braces) which seem to be part of a crossover. Odd place for a stand-by steam hook-up, wouldn't you say?

I thought someone might have some insight, or may be familiar with B&O operations at Parkersburg, that could explain why standby steam might be needed during a routine station stop.

Thank you, Ed

Have never heard of connecting steam during a 'regular station stop'.  Occupied passenger cars at routine set out locations (Grafton was one at a point in time) would have the 'set out' cars connected to steam upon arrival at their destination track.  The steam was used to operate the cars heating and in some cases air conditioning. 

At one time, the B&O operated a number of 'set out sleepers' on their trains - the trains would arrive the set out location during the middle of the night, the car set off and its occupants could remain on board until about 8 or 9 in the morning.  By the same token, the cars could be occupied at reasonable evening hours and the cars would be picked up by the through train in the middle of the night to go on to the train's destination.

[gmpullman]

Paging through the recent Classic Trains Summer 2019 issue I came across the great Bob Wither's photo on page 42-43 of the National Limited "departing" Parkersburg, West Virginia, in February, 1967. 

In studying the photo I discovered that it certainly appears that the stand-by steam heat is connected to the tail end of the business car. Now I am wondering if this connection was made because the power was cut off for a while leaving the cut of cars without a source of steam?

The actual location of the between-the-rails steam connector seems odd, as well. I saw them usually placed at the end of a stub siding or at least where a cut of passenger cars would be left standing while no locomotive, with its source of steam, was accompanying them.

The Parkersburg photo shows the track steam connection at or near a switch (note the rail braces) which seem to be part of a crossover. Odd place for a stand-by steam hook-up, wouldn't you say?

I thought someone might have some insight, or may be familiar with B&O operations at Parkersburg, that could explain why standby steam might be needed during a routine station stop.

Thank you, Ed