Modifying the Lima truck is an effort in futility. It's shortcoming is that you could not back it through sharp switches as it would run forward through. The one cast frame and commonwealth trailing truck added to 9 engines cured that.
The longest run of passenger trains on the T&P was Texarkana to El Paso basically 4 of them (2 each direction) but in earlier days there were 3. New Orleans trains ran to Ft Worth. In the early 1960's they were combined in Marshall with Texarkana-Ft Worth trains.
Tom Stamey
Dick Jenson took the booster with him to Illinois. The doghouses were installed in the late 1930's starting in 1937 because of an ICC mandate the head brakeman had to have a seat enclosed from the weather. There was not room in the cab for a 3rd seat so T&P put doghouses on freight engines.
There were higher speed boosters available. The rebuilt I-2 engines had them and they would run up 25-30 MPH before having to be cut out. The originals were limited to 15 mph.
Anonymous De Luxe Just imagine a Timken roller bearing and booster equipped 610 storming at 80 mph with a 20 car excursion train through the Texas plains! This Texan would surely proove to all those Northerns in the excursion biz that it is equal to them (if not superior)! Except boosters can't be used at high speed like that. They were only designed for use under about 15 mph or so, to give the train a little extra boost to get it started, or keep it from stalling on a grade. Boosters aren't really needed in excursion service anyways, probably why it was removed in the 70's, since it would have been a bigger maintenance headache than a help. The I-2's were equipped with high speed boosters and could be used up to 30 MPH. 610's booster was kidnapped by the fella that had CB&O 4-8-4 and GT 4-6-2. He wanted to use it on one of those. Suspect it wound up in a junk yard.
De Luxe Just imagine a Timken roller bearing and booster equipped 610 storming at 80 mph with a 20 car excursion train through the Texas plains! This Texan would surely proove to all those Northerns in the excursion biz that it is equal to them (if not superior)!
Just imagine a Timken roller bearing and booster equipped 610 storming at 80 mph with a 20 car excursion train through the Texas plains! This Texan would surely proove to all those Northerns in the excursion biz that it is equal to them (if not superior)!
Except boosters can't be used at high speed like that. They were only designed for use under about 15 mph or so, to give the train a little extra boost to get it started, or keep it from stalling on a grade. Boosters aren't really needed in excursion service anyways, probably why it was removed in the 70's, since it would have been a bigger maintenance headache than a help.
The I-2's were equipped with high speed boosters and could be used up to 30 MPH. 610's booster was kidnapped by the fella that had CB&O 4-8-4 and GT 4-6-2. He wanted to use it on one of those. Suspect it wound up in a junk yard.
BaltACD What was the reason a 2nd Sand Dome was added to so many engines? The class I-1d engines came with a 2nd sand dome and a larger main sand dome. The extra domes added to engines to increase sand capacity which helped increase tonnage allowed.
What was the reason a 2nd Sand Dome was added to so many engines? The class I-1d engines came with a 2nd sand dome and a larger main sand dome. The extra domes added to engines to increase sand capacity which helped increase tonnage allowed.
tomstamey's replies to the last two posts appear to be missing. Please fix this as he is a premier poster in this thread.
For De luxe #610 did yeoman duty in Mr. Claytor's Steam Excursions in their first iteration of Southern Rwy's 1960's-70's Steam Excursion Tours:
Here are #4501 and #610 on an excursion between Birmingham and Chattanooga in the '70's
Look at the soke from 610 and compare it to N&W 611.It makes one wonder how much fuel was being saved by 611 compared to 610. Of course it may be that firemen on 610 had a difficult time eliminating smoke ?
Quality of coal of course is a factor and was 610 using coal quality it is designed for maximum efficient operation ?,
blue streak 1Look at the smoke from 610 and compare it to N&W 611. It makes one wonder how much fuel was being saved by 611 compared to 610. Of course it may be that firemen on 610 had a difficult time eliminating smoke ?
MUCH more likely that the firemen on 610 had a relatively easy time smokin' it up for the foamlets, as was almost SOP for photo runbys in that era.
One of the great advantages of Woodard's initial Super-Power design (of which the T&P engines are a simple enlargement) was the adoption of larger grate area with lots of free primary air to make ample combustion gas without approaching the grate limit or wasting carbon. I think only later was the importance of radiant heat uptake in steam generation fully appreciated... but the consequences for running smoke reduction were there from the beginning.
Did the N&W J's have overfire air injectors for smoke reduction. I seem to remember that they had something like that to meet some strict smoke requirements in their Clare yards in Mariemont OH.
Reference: https://video.search.yahoo.com/yhs/search?fr=yhs-sz-001&hsimp=yhs-001&hspart=sz&p=steam+locomotive+over+firing+injectors#id=0&vid=1063b359febb0439712493e0a6374f94&action=click
Electroliner 1935Did the N&W J's have overfire air injectors for smoke reduction.
To my knowledge, the Js never had guns; I don't think they were even tested. As passenger power there was probably minimal 'idle time' or part-load operation immediately after hard firing that would produce excessive smoke. I will have to defer to Big Jim or feltonhill (Dave Stephenson) to see what is in the NWHS collection regarding overfire systems.
Note that in order to fit these, there are normally fairly large ports through both water legs in which the actual nozzles (either steam or air) are centered. The visible large 'hats' are mufflers, to damp down what can be an incredible detuned banshee wail when the jets are on. Basically what these do is to entrain a fairly large mass of secondary air and (so went the theory) propel it across the firebed to ensure late combustion of any propagated soot. (In practice you'd see chaotic disruption of any smooth flow of combustion gas generated from primary air, but hey! there would be relatively little visible smoke ... I don't know about quenched levitated fuel particles, though.
I'm given to understand that the 2-6-6-2 at Frostburg is being restored with her overfire system in place, so there's at least the promise of some real-world observations of how the things work in practice.
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