It goes without saying that the Westinghouse Air Brakes system requires air resevoirs that appear as tubes on the outside. Most NYC Locos are shown to obviously have these air resevoirs visible, usually within a brake in the running board.
Strangely though, some pictures of unmodified early NYC locomotives such as K11s, and L1s don't seem to have these large resevoirs. They have the small air pump making a brief break in the running board, but nothing else.
https://ogrforum.ogaugerr.com/fileSendAction/fcType/0/fcOid/70974704583051683/filePointer/70974704583051713/fodoid/70974704583051704/imageType/LARGE/inlineImage/true/Mohawk%204.jpeg
Compare the L1a and L1c to the three cylinder 4-8-2 on the bottom to see the air resevoir vs. the absence of it. Why don't these earlier locos have the air resevoirs, or at least visible ones? I'll admit I'm not terribly knowledgable on braking systems so apalogies if this is a bit of a dumb question, or something with an obvious answer I'm overlooking.
I'm quite certain the early locomotives have main reservoirs; they're just not as visible. What you should do, if you're seriously interested in this, is to contact NYCSHS and get one (or more) of their blueprint CDs which would likely show exactly where all the components of the Westinghouse system were installed.
Keep in mind that locomotives have two forms of brake. The Westinghouse or automatic brake is tied in with the train; the independent brake only acts on the locomotive.
Overmod I'm quite certain the early locomotives have main reservoirs; they're just not as visible. What you should do, if you're seriously interested in this, is to contact NYCSHS and get one (or more) of their blueprint CDs which would likely show exactly where all the components of the Westinghouse system were installed. Keep in mind that locomotives have two forms of brake. The Westinghouse or automatic brake is tied in with the train; the independent brake only acts on the locomotive.
ShroomZedWhat exactly was the choice to change their position then? Just for accessibility's sake?
Several considerations. Accessibility was certainly a big one, as was to bring all the brake piping including any used as a radiator 'outboard' where it was easy to inspect and work on.
Longer trains and better braking requires more reservoir air, therefore a larger reservoir. After a while there is no room in the places an 'esthetically pleasing' sized reservoir could be made to fit. Next logical place is under one of the running boards.
Page 208 of "Steam Power of the New York Central Vol. 1" shows that the reservoir is mounted between the frame rails. Other roads did the same thing, so, it is not unheard of. In the case of the N&W Class J, the main reservoir was cast into the one piece frame.
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