air pumps

[marknewton]

Another benefit of having the air compressors mounted on the smokebox, or indeed the pilot deck, is easier access for oiling around, if the locos used individual lubricators for the air and steam ends of the compressor. It's also easier to fit rod collars, if they are in use.

All the best,

Mark.

[Anonymous]

This won't help you with an answer to your question, unfortunately, but it's interesting!

The Western Maryland Ry moved the pumps on it's H-8 class Alco 2-8-0's from the sides of the boiler to the smokebox front during a rebuild of the engines. This was upsetting to the engine crews (from what I've read and heard) because it caused a shift in weight of the locomotives to the front end (duh!!) removing weight on drivers. Apparently that's a factor in what crews were paid so it reduced their pay for this class of engine. I can't verify this but I have read it in several sources over the years.

I don't know about pay squabbles but it really improved the looks of the H-8's!

Roger

[Sperandeo]

I'm not an expert on the Chesapeake & Ohio, but I have several friends who model the C&O so I've learned a thing or two about it. I think the first C&O engines with the "flying pumps" or smokebox-mounted compressors were the H-7 simple articulated 2-8-8-2s delivered in 1923 and '24. On those large engines the pumps were indeed on the smokebox front for clearance reasons, but the C&O apparently liked them up there and retrofitted its earlier 2-8-2s, 4-6-2s, 4-8-2s, and 2-6-6-2s with similar smokebox-mounted compressors. I can't see any intrinsic reason why compressors in that location would have any problem maintaining pressure in the air-brake system, and I doubt the C&O would have modified so many engines if the smokebox-front location caused any trouble.

So long,

Andy

[Anonymous]

I am interested in how the cross compound air pumps were mounted on a C&O K3 class 2-8-2. I presume the holding brackets were bolted to the smokebox front, and the pumps hung from those brackets. I understand that this was done primarily for clearance concerns, but seem to recall that 2-6-6-4s from the ACL that went to the B&O had pressure problems. did this ever occur with the K3?
thanks
Danny
meandmrd@sbcglobal,net