TRAINS jULY 2022-- THE SUBECT LINE APPEARS ON THE FRONT COVER OF THE AFORESAID jULY 29022 issUE!! Conbgrats, the U.S. Sugar #149 IS DESERVING OF THE ARTICLE....
BUT.... No mention is made of what is possibly th\ge MOST traveled,engine of a Class of 4-6-2's in the WORLD (?) LNER's Class A-3 Pacific "Flying Scotsman".
Although she came here while under the ownership of ALAN PEGLER. she ran a bunch of miles, as a member of the Southern Railway's Premier Steam Program. Many of us got to see her, and admired her looks and sounds. And she went into Canada, as well (an ambassador for British exports, as well)
LNER#4492 traveled all over the US and Canada:from The Gulf Coast(Houston in 1969) to The Eastern Seaboard and finally, (Somewhat, ingloriously) out to California? And then fiinshing her world travels in AUSTRALIA.
Quite a lot of history, and I still can see her running West out of Birmingham, AL.
She ran a lot of miles behind her Big Silver Bell, Pyle Headlamp ,and Southern Steam Whistle.... and a Big, honking, Janey Coupler.
Was really somethoing to see, experience, and hear~!
See linked @ https://www.trainorders.com/discussion/read.php?11,4581064
I went to Penn Station in 1969 to see the F.S. It ws quite something, for sure. I still have a print of the locomotive that is a bit water stained after many years on the wall of my garage.
On that visit, a guy with the train said how it was almost washed overboard as it was deck cargo on a Cunard freighter. At the National Railway Museum at York in 2004 it was taken apart for rebuilding and I said to a man there about being told that it was almost lost at sea. The guy said that he might have been the one to tell me as he was on that trip. Also, it still has a hidden Janney coupler on the back of the tender.
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If you get to You-Tube Videos one finds a number of them featuring LNER 4472 "The Flying SAcotsman"
This one is sponsored by ALAN PEGLER and her AMERICAN/CAADIAN jOURNEY
See linked @https://www.youtube.com/watch?v=Z84gDPSTZ_A
Certainly the "Flying Scotsman" was a masterpiece of design and a legend in it's own time, and I envy you guys who got to see it, but THIS was certainly the greatest Pacific of them all!
https://www.railwayage.com/news/new-jersey-remembers-the-seashores-finest-train/
Everyone has their favorite - mine is the B&O's P7d's that were streamlined for The Cincinnatian and hauled the train on both its Baltimore-Cincinnati and Detroit-Cincinnati routings until the end of steam on the B&O
https://www.youtube.com/watch?v=xdqdpgF9c5w
Never too old to have a happy childhood!
I'm no steam enthusiast but I would cast a vote for the C&NW Class E, known best as the first power for the "400".
Giving credit where credit is due, our Australain friends did quite well with their C38 class as demonstrated by 3801.
https://markjesser.com.au/recentwork/2021/4/5/steam-train-3801
kgbw49 our Australain friends did quite well with their C38 class
Fine looking machine! I looks like an N&W Class J's Australian cousin!
Balt, I'm with you. But I don't remember them having the sound heard on that video. That sounds more like the N&W's locos. But the three Cincinnatians had a nice simple streamlining and I loved seeing them coming into and out of Cincinnati. Too young to ride behind them east of Cincy but did from Toledo to Cincy. Perfect trip. And the train was rebuilt heavy weight cars (3 axle trucks) which rode well. B&O provided all nice amenities, a baggage snack bar car, coaches with sleepy hollow seats, and an observation lounge dining car. Coach attendents and a train hostess. Day trains that were a pleasure to ride.
And there was a quick back-up move that was fun to watch. Leaving Cincinnati Union Station, the train made its Winton Place stop then ran to NA tower, backed to Winton Jct on the old CH&D, and took off for Hamilton. Sitting in the Obs car one could watch the conductor come into the car, open the compartment to the right of the back door. The engineer would stop just past the home signal, you could see the switch transistion, and the signal change (IIR to lunar) and the conductor would use the communicatiions valve to give three beeps and we would accelerate backwards through the crossover and onto the connection route. The conductor would make a test brake application and we would cross Spring Grove ave and then we were coming into the Jct. It was a simple maned facility that had an operator and hand throw switches who gave signals with flags and/or lanterns and you would see him waving us in. The train would come to a stop and immediatly start accelerating toward Detruit. And the conductor would close the little door and relax. A railfans delight. That connecting track was removed many years ago when Winton Place station was closed, and the C.H.& D. west of Winton Jct was abandoned. The track was elevated and new double track bridges were built over Clifton Ave, Mitchell Ave, and single track bridge over Spring Grove Ave. Back when the Cincinnatian was running there were about 22 passenger trains a day EACH way. What a show.
Electroliner 1935Balt, I'm with you. But I don't remember them having the sound heard on that video. That sounds more like the N&W's locos. But the three Cincinnatians had a nice simple streamlining and I loved seeing them coming into and out of Cincinnati. Too young to ride behind them east of Cincy but did from Toledo to Cincy. Perfect trip. And the train was rebuilt heavy weight cars (3 axle trucks) which rode well. B&O provided all nice amenities, a baggage snack bar car, coaches with sleepy hollow seats, and an observation lounge dining car. Coach attendents and a train hostess. Day trains that were a pleasure to ride. And there was a quick back-up move that was fun to watch. Leaving Cincinnati Union Station, the train made its Winton Place stop then ran to NA tower, backed to Winton Jct on the old CH&D, and took off for Hamilton. Sitting in the Obs car one could watch the conductor come into the car, open the compartment to the right of the back door. The engineer would stop just past the home signal, you could see the switch transistion, and the signal change (IIR to lunar) and the conductor would use the communicatiions valve to give three beeps and we would accelerate backwards through the crossover and onto the connection route. The conductor would make a test brake application and we would cross Spring Grove ave and then we were coming into the Jct. It was a simple maned facility that had an operator and hand throw switches who gave signals with flags and/or lanterns and you would see him waving us in. The train would come to a stop and immediatly start accelerating toward Detruit. And the conductor would close the little door and relax. A railfans delight. That connecting track was removed many years ago when Winton Place station was closed, and the C.H.& D. west of Winton Jct was abandoned. The track was elevated and new double track bridges were built over Clifton Ave, Mitchell Ave, and single track bridge over Spring Grove Ave. Back when the Cincinnatian was running there were about 22 passenger trains a day EACH way. What a show.
Never got to ride the steam version on either route and have no idea what the whistle sounded like. Did get to ride between Deshler and Cincinnati in 1960 or 61. Train was still using most of the original Cincinnatian equipment. The Cincinnatian equipment was the only B&O passenger equipment that WAS NOT lined and lettered in gold/yellow. The Cincinnatian was lined and lettered in aluminum/stainless steel.
Never got to view the Cincinnati Terminal operations from the observation car, that being said I did view the back up operations of the Capitol Limited into Washington Union Station with the Conductor controlling the back up move with a brake valve that was contained in a compartment in the observation cars Nappanee and Wawasee.
I do recall riding in the rider coach of the Westbound Mail Train #31 from Garrett to Chicago in 1951 or 52 with my father - I don't recall what the trip was actually for, however, I do remember the rider coach wasn't air conditioned and had windows that could be opened and they didn't seal very good and the snow that was being kicked up as the train highballed down the track was filtering through the poorly sealed windows. I do recall the train was being operated with a steam engine - since the B&O's T3 and T4 Mountains were assigned to the Chicago Division for most all steam assignment - both passenger and freight - I suspect the mail train was being hauled by a Mountain rather than a Pacific. I was 6 or 7 at the time.
CSSHEGEWISCH I'm no steam enthusiast but I would cast a vote for the C&NW Class E, known best as the first power for the "400".
Or the various E classes on the C&NW in suburban service I saw and rode behind until I turned 10.
Just the right combination of the steaming of a 4-4-2 and the legs and pull of a 4-6-0.
Early joy from anything Cole proportioned at Alco. In a different... but still Alco 'inspired'... vein, the PRR K4s.
The C&NW Es modified for the 400 deserve more attention than they 'usually' get -- these were essentially as good as the Milwaukee As as high-speed power for relatively lightweight trains. It would be interesting to see how fast one would go... faster than an E-4b Hudson, perhaps much faster.
We shouldn't forget that one of the very best of the late 4-6-2s is still very much under restoration -- B&M 3713, even if NPS isn't making her a priority.
charlie hebdo CSSHEGEWISCH I'm no steam enthusiast but I would cast a vote for the C&NW Class E, known best as the first power for the "400". Or the various E classes on the C&NW in suburban service I saw and rode behind until I turned 10.
Wayne- Regarding the Blue Comet- A better class of people as Bobby Baccalieri would say.
54light15A better class of people...
I think the Bavarian S 3/6 is one fine looking machine. I have four on my layout.
https://www.youtube.com/watch?v=pJPOJ48bp7w
And the type 01 was no slouch in the looks department:
https://www.youtube.com/watch?v=xka-pm1agbo
I rode an excursion from Halle to Meiningen that was pulled by the 18 201 which I understand was built in 1961:
https://www.youtube.com/watch?v=86xzg0Gkzyg
54light15 Wayne- Regarding the Blue Comet- A better class of people as Bobby Baccalieri would say.
Poor Bobby! My heart breaks for him, he never got to run that fine pre-war Lionel "Baby Blue Comet" on his layout. Life's so unfair at times!
But wow, what a fantastic sequence that was! And by the way, did you know it was filmed in a actual train shop? TrainLand in Lynbrook NY. (Lawn Gyland)
I remember when it was called House of Mulwraney Train Land. I got an N scale set there when I was 13. But, I thought that scene was filmed at a train shop in New Jersey and it was a classic bit, for sure! Yes, on the Lawn Guyland Sout Shaw.
54light15 But, I thought that scene was filmed at a train shop in New Jersey
A bit of O Gauger trivia here.
Bobby's home layout was indeed built at a New Jersey train shop, The Train Station in Mountain Lakes NJ. The Train station also built two layouts for the rub-out segment filmed in TrainLand, both identical one was a back-up for the other in case the scene had to be re-shot, but they got it in one go, Steve Schirippa nailed it the first time.
All three layouts were donated to the New Jersey Hi-Railers club in Paterson NJ post-production. They're still there to be seen during club open houses. I've seen them myself, NICE layouts! (They repaired the damaged one.)
I've been to The Train Station and I don't see how they could have filmed in there, it's VERY tight with little room for cameras and other equipment. There's not a lot of parking available for all the other filming equipment either. The "Sopranos" producer David Chase was familiar with TrainLand and knew filming would work there. Chase didn't want to re-produce a train shop in a studio either, he wanted the real thing.
I have lots of favorite Pacifics. But to me the Southern's green-and-gold is tops in the looks department, even better than the best of the streamlined versions.
My least favorites (regarding looks) are the inverted bathtubs trying to make a steamer look like a plow-nosed diesel.
In fact, there is only one plow-nose type of train (two built and in two different museums, both operational, in different color schemes) plow-nose I really love, and it's neither steam nor diesel. (Hint: color schemes are green-and-red vand red with silver or white lettering and striping. Interior decore ihncludes animal crackers.)
I always like to see pictures of 4-6-2s on freight. It is amazing how well they could pull when needed.
54, that 4-6-2 hauling coal is a great video!
And how about CP with their dual-purpose Pacifics?
http://www.trainweb.org/oldtimetrains/photos/cpr_steam/2400.htm
agree on those E-2-a class - were modified for 100mph daily service (oil from coal, 79" drivers, 225lb BP, plus other upgrades) on the 400 starting in 1935, and ran till the diesels came along in 1939. A Trains contributor claims to have an ETT from the mid 30s for the Adams div showing speed limit 'none'. There's a book written by an ex CNW engineer claiming 112mph in an E-2 class on the Fond du Lac/MKE line.
kgbw49I always like to see pictures of 4-6-2s on freight. It is amazing how well they could pull when needed.
It wasn't unusual to see Pacifics pinch-hitting on freights on the NYC's West Shore Line, or Hudsons for that matter.
Same with the RF&P, but then most RF&P steam locomotives were built as dual-service anyway.
CP's tall drivered Pacifics with the red trim and Elsco heaters mounted atop the boiler were among the prettiest of engines..used throughout Canada and even saw service on Montreal commuter trains in the late 50s..
LAWRENCE SMITH A Trains contributor claims to have an ETT from the mid 30s for the Adams div showing speed limit 'none'.
Operations were likely along the lines of the NYC along the Hudson. One anecdote had the dispatcher issuing an order to the engineer of a northbound passenger train that included "do not arrive before..."
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68 LAWRENCE SMITH A Trains contributor claims to have an ETT from the mid 30s for the Adams div showing speed limit 'none'. Operations were likely along the lines of the NYC along the Hudson. One anecdote had the dispatcher issuing an order to the engineer of a northbound passenger train that included "do not arrive before..."
That is just another form of the traditional 'WAIT' order that the Train Dispatchers would issue to alter the schedule of a scheduled train so that a inferior opposing train can use that time to advance against the superior train.
Timetable, Train Orders and Scheduled 1st Class, 2nd Class and 3rd Class as well as Extra trains created all sorts of situations for the Train Dispatcher to use as tools in operating his railroad.
I approve the C38 suggestion, but I like the Victorian S-class even better.
https://www.youtube.com/watch?v=OtzAMlc43cY
Overmod but I like the Victorian S-class even better.
but I like the Victorian S-class even better.
Diesel or steam?
BOTH... but only one was a 4-6-2.
Overmod, I have to agree with you that there just is something about a bluey from Australia.
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