Something I keep noticing is on later NYC steam locomotives is the conspicuous raised section that follows concentrically around the firebox shell just in front of the cab.
What exactly was the purpose of this device? Was it part of the firebox, or for something else? I've never seen anything exactly like this on any other railways.
That's the shrouding over the manifold that all those control wheels visible in backhead pictures (see Dr. Leonard's 1944 unit firing course PDF for an example) are connected to. This is commonly known as the 'turret'. NYC is notable for low clearances, so it was desirable to run this in more of a 'ring' around the front of the cab than many other roads used. Now that you know what to look for, "compare and contrast" how other builders and roads handled this on their locomotives.
Earlier engines often had this connected to saturated steam at the firebox, but most modern engines run their auxiliaries on superheated steam (brought back from the header area)
Hopefully someone with more time can find a couple of pictures of these turrets with the covering and lagging removed, preferably labeled like the backhead picture with a keyed guide to the various valves and connections.
A fairing with an open panel on a J-
http://www.rr-fallenflags.org/nyc/nyc-s5412s06.jpg
Diagramme showing the various items on the same type:
http://www.rr-fallenflags.org/nyc/nyc-s5416bdm.gif
I tried at fallen flags, but couldn't find an image showing the fairing/cover removed.
Overmod but most modern engines run their auxiliaries on superheated steam (brought back from the header area)
Do you have any drawings showing how this was done and what auxiliares were involved? The only use of superheated steam for anything that I have seen was for a UP whistle.
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Overmod That's the shrouding over the manifold that all those control wheels visible in backhead pictures (see Dr. Leonard's 1944 unit firing course PDF for an example) are connected to. This is commonly known as the 'turret'. NYC is notable for low clearances, so it was desirable to run this in more of a 'ring' around the front of the cab than many other roads used. Now that you know what to look for, "compare and contrast" how other builders and roads handled this on their locomotives.
BigJimDo you have any drawings showing how this was done and what auxiliaries were involved?
I don't at the moment, but I'd be pretty sure NWHS would. Unless I remember very incorrectly many of the important appliances on 611 use superheated steam.
Whistles are in my opinion one of the places that does NOT benefit from using superheated steam, or for that matter high-pressure saturated steam. Not quite as bad as trying to blow one on 600psi steam, as the Jawn Henry design tried (with, according to Louis Newton, decidedly lamentable results) but not flawlessly melodious even with good detail design and fabrication of the whistle...
OvermodI don't at the moment, but I'd be pretty sure NWHS would. Unless I remember very incorrectly many of the important appliances on 611 use superheated steam.
I should probably add that, in my personal opinion, it is bad practice to use superheated steam in the turret, as it poses an increased risk to people in and around the cab if there are any packing failures, cracks, or other leaks. The 'cost' of this approach appears historically to be much longer valve-wheel rods, usually with U-joints, to valves and controls mounted 'up forward'.
As an aside, with modern microinsulation (now of several commercially-available types) the heat loss to pipe superheated steam to systems at the rear of the boiler is negligible. That is also a factor in implementing a Lewty-booster system that also handles some of the auxiliary functions in place of separate steam turbines.
I would take N&W late practice as being world-class in how to use steam on a locomotive most cost-effectively. Whatever that practice is.
This has been a wonderfully informative thread. Thanks!!
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