Kevin - "I only intend to buy 5 more then im done"
Me - "Kevin, when im in the poor house from buying too many, please dont forget to drop a nickle in my cup when you pass me by on the corner."
Seriously, go for that brass loco. Its win-win, it gets a good home - you get and endless amount of smiles. How can you turn your back on that poor lil homeless double stack loco???? Cant you see the sadness in its headlight?
I agree with Sheldon. A full loco facility is a happy loco facility. It does give that... 'big railroad' feel. Having duplicates only adds to it by never having to see the same road numbers over and over too (think staging).
Maybe not what the S&G is looking to do, but i am looking forward to seeing pics of all those cars you do, behind some nice locos when you get your layout up. The double stacker would look good in S&G livery. Even sitting next to a Class A in the S&G facilities.
If you bought it, could you really look it straight in the headlight and say - "gee, i shouldnt have done that."?
Douglas
Thanks for the CF pump information -- much of that would be difficult to find otherwise.
SeeYou190 ATLANTIC CENTRAL I have always liked these, but $1,200 brass locos are generally past my point of deminishing return. Since I only intend to buy 5 more locomotives... ever, I can now allow myself to get exactly what I want. My only locomotives with duplicates are GP9s, EMD Es & Fs, Alco FAs, Alco PAs, and USRA light & heavy Mikados. I do not need anymore of any of these. -Kevin
ATLANTIC CENTRAL I have always liked these, but $1,200 brass locos are generally past my point of deminishing return.
Since I only intend to buy 5 more locomotives... ever, I can now allow myself to get exactly what I want.
My only locomotives with duplicates are GP9s, EMD Es & Fs, Alco FAs, Alco PAs, and USRA light & heavy Mikados. I do not need anymore of any of these.
-Kevin
I understand, and agree in many ways. In fact I can only make a list of five or ten more locos that I would/will buy.
I am about right at what I need to operate the new layout, anything more would be "extra" just because I can.
I already have two N&W Class A's, five C&O/USRA 2-6-6-2's, two USRA 2-8-8-2's, a B&O EM-1 and a C&O Allegheny. So even for my layout, I'm pretty full up on big articulated power.
If I fell into a good deal on one of these, I might spring for it because it is a unique loco that fits my theme well. But I'm not going on a hunt.
I always liked the idea of having multiples that give the layout that "big railroad" feel. Having locos of the same types sitting in the engine terminal gives that credibility.
Also, many railroads simply prefered some wheel arrangements and disliked others, so there is no quest on my part to have "one of everything".
Sheldon
ATLANTIC CENTRALI have always liked these, but $1,200 brass locos are generally past my point of deminishing return.
Living the dream.
SeeYou190 dknelson There is something racy and "fast" looking about those Seaboard articulateds. Yes there is, and those double chimneys make it even more like a "hot-rod" steamer...
dknelson There is something racy and "fast" looking about those Seaboard articulateds.
Yes there is, and those double chimneys make it even more like a "hot-rod" steamer...
OvermodRequested.
Elesco_CF_0002 by Edmund, on Flickr
Elesco_CF by Edmund, on Flickr
Elesco_CF_0001 by Edmund, on Flickr
Regards, Ed
I have always liked these, but $1,200 brass locos are generally past my point of deminishing return.
Now a $400 die cast/plastic model, you could put me down for at least two.
Because nearly ever loco on the roster has a mate, or two, or 7..........
I respect the quality/nature of brass models, it is just not how I generally allocate my hobby budget.
ATLANTIC CENTRALIt could be a feedwater heater pump?
BigJimThat is exactly what it is.
Thank you for clearing that up for me.
dknelsonThere is something racy and "fast" looking about those Seaboard articulateds.
Yes there is, and those double chimneys make it even more like a "hot-rod" steamer.
Dual exhausts! Vroom-vroom!
There is something racy and "fast" looking about those Seaboard articulateds.
Dave Nelson
gmpullmanI can scan and post the internals of the pump if requested.
The description of the Elesco systems is on p.357 (section 4-357) of the '47 Cyc. The coil heater internals (as of that era) are fig. 4.11 on p.356; the CF-1 reciprocating pump is 4.14 and the alternative centrifugal DL-6 is 4.13, both on p.358. (Confusingly the 'hydraulic control valve' for the DL-6 is fig. 4.14A where it would have been more appropriate as 4.13A)
As far as I can tell the CF-1 is like two double-acting pumps in one casing. How the porting to and from these is arranged is not clear to me in the diagram; the two devices to left and right of the pump block are fancy no return valves (suction on the right/rear, discharge on the left/front) and I presume the idea is to provide higher-than-boiler pressure on the cold water going up to the coil (vs. an open-type which needs a separate high-pressure stage that will work with hot water without tending to 'flash')
There is a kind of 'teachable moment' here. In part of the introduction to the 13th Edition, we read that in order to keep the volume to manageable size, a great deal of 'prior' technology no longer actively marketed by manufacturers has been quietly omitted (and anyone wanting to know about it is told to consult prior Cyc editions). By 1947 the Superheater Company was touting ESI, so there is a version of Ed's 'locomotive-installed view' across a two-page spread (4-360-361)... but nothing for the closed FWH systems.
Incidentally I see Precision Scale made the CF-1 pump in HO and there are a couple available on eBay. We had a thread many years ago on modeling this system:
http://cs.trains.com/mrr/f/13/t/18372.aspx
A general arrangement at least:
Elesco1_zpsdfejh59s by Edmund, on Flickr
I can scan and post the internals of the pump if requested.
SeeYou190It is interesting that the builder photo of 2501 shows an air compressor underneath the left running board that 2504 does not have.
Ed probably has diagrams of the internal arrangement of this type of pump.
ATLANTIC CENTRAL It could be a feedwater heater pump? Sheldon
It could be a feedwater heater pump?
That is exactly what it is.
.
SeeYou190 ATLANTIC CENTRAL The two photos I could find easily showed that the Seabord locomotives had their air pumps on the boiler fronts when build in 1935. Thanks Sheldon, that is exactly what I was needing. I think I will stick to the N&W Class A an planned. It is interesting that the builder photo of 2501 shows an air compressor underneath the left running board that 2504 does not have. I appreciate the help. -Kevin
ATLANTIC CENTRAL The two photos I could find easily showed that the Seabord locomotives had their air pumps on the boiler fronts when build in 1935.
Thanks Sheldon, that is exactly what I was needing. I think I will stick to the N&W Class A an planned.
It is interesting that the builder photo of 2501 shows an air compressor underneath the left running board that 2504 does not have.
I appreciate the help.
That may not be an air compressor, but it is interesting that it is different from the other locos.
ATLANTIC CENTRALThe two photos I could find easily showed that the Seabord locomotives had their air pumps on the boiler fronts when build in 1935.
The two photos I could find easily showed that the Seaboard locomotives had their air pumps on the boiler fronts when build in 1935.
A builders photo of 2501:
http://www.rr-fallenflags.org/sal/sal-s2501a24.jpg
And a photo of her sister 2504:
http://www.rr-fallenflags.org/sal/sal-s2504ggC.jpg
And this one appears much the same after B&O ownership:
http://www.rr-fallenflags.org/bo/bo-s7707d18.jpg
Where I think you're coming to grief is what B&O did with the pumps when they acquired these locomotives.
All the pictures I've seen of these excellent locomotives show 'flying pumps', right from their builder's photos. B&O found the forward engine a bit slippery and as a test on one engine moved the pumps "forward" all right... onto the pilot deck of the forward engine, much as you see on the EM-1 you pictured. In my opinion that is a much more logical place to put them if you improve the lateral guiding on the lead truck accordingly.
I don't have an immediate source for drawings showing the modification, but I suspect they do exist. A 'freelanced' conversion would be easy enough to design and make
As I recall, the account in B&O Power noted these KB-1s as being among the best (and best-loved by those who ran them) engines B&O had. You would likely make no mistake with them (although if you were 'buying used' one of the "passenger" As with the Timken rods might be better still if you weren't going to lug it... )
I have on my "to buy" list two articulated locomotives, a N&W class A 2-6-6-4, and a N&W class Y 2-8-8-2. I already have the B&O 2-8-8-4 class EM.
This is my planned stable of SGRR articulated locomotives.
I think they look like they belong together, and the fleet would be approrpiate.
However, I just found out about another 2-6-6-4 operated by the SEABOARD AIR LINE, and later the BALTIMORE AND OHIO. I love the double chimneys on this one, but I hate the front mounted air compressors.
From what I have read, the air compressors were moved to the front when B&O acquired them from SAL.
I have two questions:
1) Does anyone have a picture of one of these 2-6-6-4s in SAL service without the air pumps on the front?
2) Can anyone confirm a model has been made of the older version?
Thanks.