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Paul Doering in Rochester NY

New York, New Haven & Hartford's bullet-nosed, streamlined 1400-class 4-6-4 Hudson. The 1400's were designed specifically for the gentle grades but profuse curves of the Shore Line from New Haven to Boston. To maintain a high average speed, they were capable of rapid acceleration out of a speed-restricted curve. They had 80" drivers and weighed 183 tons. The ten "class I-5" 1400's that Baldwin built in 1937 constituted the last order the New Haven placed for steam engines.

Here is Alco's portrait of a handsome 4-8-4 engine for the New York Central. The 236-ton 6000 series locomotive, with its signature elephant-ears smoke-deflectors and 75-inch drivers, was paired with a 169-ton tender. It was introduced in 1945.

The New York Central's 1941 super-streamlined manifestation of its Empire State Express was hailed in its time as one of the world's most beautiful trains. This photo was taken on December 10, three days after the attack on Pearl Harbor had eclipsed the ESX's inaugural run in this livery. In its various forms during the 50 years since its maiden run, the ESX had covered 17 million miles in 40,000 one-way trips without serious injury to a single passenger.
Lehigh Valley 4050
Here is a photo of one of the 2-10-2 hump engines used at the Lehigh Valley Railroad's Oak Island yard operations in 1930. Note the small-diameter drivers and the dual sand-domes to ensure traction for pushing long consists up the steep hump at low speeds in any weather.

The Alton Railroad provided this 1941 photo of its Ann Rutledge diesel-powered streamliner. It was on the Alton that George Pullman had scheduled his first sleepers and dining car. Before the Alton was absorbed into the Gulf, Mobile & Ohio, its Ann Rutledge, Lincoln Limited and elegant Alton Limited were part of the fierce competition for the Chicago - St Louis traffic

Western Pacific Railroad's 2-8-8-2 articulated freight locomotive #252 from the series of six built in 1931. "Baldwin Locomotive Works single-expansion articulated locomotive (2-8-8-2 type) Class 20-46/46-1/4-EE, 2." -- Gauge: 4' 8-1/2" Cylinders (4): 26"x32" Valves: Piston, 12" diam. -- BOILER -- Type: Straight Diameter: 104" Working pressure: 235 lb. Fuel: Oil -- FIREBOX -- Material: Steel Staying: Radial Length: 204-1/8" Width: 102-1/4" -- etc.-- Other key specs: 63" driving wheels; 36" engine truck wheels; 43' 10" driving wheelbase; 108' 0" total engine & tender wheelbase; 552,700 lb. on driving wheels; 1,073,350 lb. total engine and tender weight in working order. The tender holds 22,000 US gallons of water and 6,000 US gallons of oil. The tractive force is 137,000 lb. The unit is equipped with Type A superheater, feed-water heater, five thermic syphons, power reverse, booster estimated to develop 13,900 lb. tractive force, and air brake on all driving and tender wheels, with two 8-1/2" cross-compound pumps.
PRR 6130
From: Dave Reichley (aka "Choo-Choo Charley") gub@ime.net

Here's another view of the Pennsylvania RR's 4-6-4-4 duplex-drive high-speed freight locomotive. She was a one-off design built in 1942. This is a rigid frame locomotive (not articulated). The idea of having four cylinders was to improve steam delivery efficiency and to decrease reciprocating mass. In later years most of the streamlining (nose, skirts, etc.) was removed. Like most of the mechanically complex duplexes, 6130 spent too much time in the shops. After the war, diesels would arrive in vast numbers, dooming steam.

PRR 6184
From: Dave Reichley (aka "Choo-Choo Charley") gub@ime.net

Another wartime design, the Pennsylvania RR's 4-4-6-4 Q2 was an improvement over the Q1 4-6-4-4, which I've already posted here. Twenty-five Q2s were built (am I right about that, guys?). Along with the 4-4-4-4 T1 passenger locomotives, the Q2s were the only truly successful duplex drive locos built in America. They had the notable distinction of posting the highest measured horsepower of any American steam locomotive -- just a shade under 8000, compared to the U.P. Big-boy's 6500 or so. This also is a rigid frame locomotive. Note that the Q2 employed standard machinery -- Walscherts valve gear, etc., and so spent considerably less time in the shops than other duplex-drives. Of course, like all large-drivered duplexes, the Q2s were notorioulsly slippery. Some momentum had to be achieved before all that power could be applied to the rails. The Q2s were considered a successful design, but there weren't enough of them to stave off the postwar diesel invasion!

This Tender is pictured above with PRR6184 and is photographed by Jeff Sumberg It is a "long haul" type of unit, capable of holding large amounts of fuel and water. The two sets of 4 axle trucks confirm that unit held a heavy load. The small cab on the back of the tender is called the "doghouse", and it is where the head brakeman sat to watch the train for problems. I have been told it was not a nice place to be. The yellow color of this tender indicates that at the time this picture was taken in 1967 that this unit was in "Maintenance of Way" (MOW) service. It has been speculated that the tender was probably used to haul water to work sites.

PRR 6200
From: Dave Reichley (aka "Choo-Choo Charley") gub@ime.net

Pennsylvania Railroad class S2 (6-8-6) direct-drive steam turbine locomotive number 6200 appears here in one of her builder's photos. This is the less often seen left side, showing the smaller, reverse turbine mounted between the 2nd and 3rd driving axles. She was designed and built without smoke lifters, and this is the way I prefer to see her. Six-wheel engine and trailing trucks helped to support her massive weight, while a mammoth Belpaire boiler and a 16-wheel tender provided adequate steam to a thirsty turbine. The use of small, 68" driving wheels was made possible by the fact that she was perfectly balanced. That is, there was no dynamic augment from thrust, because of there being no pistons or main rods. This meant high speed! and the 6200 could move a 20-car train across the flatlands at 120mph or better while providing the engine crew with a smooth ride, track conditions permitting.

From: Dave Reichley (aka "Choo-Choo Charley") gub@ime.net

The American Locomotive Company built 88 of these large freight locomotives for the Union Pacific starting in 1926. This always looked to me like a too-long design, but the 'Nines' as they were called on the UP proved to be remarkably versatile engines. This is a three-cylinder locomotive; the third cylinder is wedged in the center of the steam chest between the two conventional cylinders. This extra cylinder drove an eccentric in the axle of the second pair of drivers for smoother application of power to the rails. Originally, the fourth set of drivers were flangeless (for rounding tight curves) but this proved unnecessary. These engines (#9000 was the first built) hauled 120-car trains across the flatlands of Nebraska at 50 mph with comparitive ease, their overall efficiency besting the Mallets they replaced by some 80% !

BO Blue Comet
From James Mischke jmischke@worldnet.att.net:
The photo depicts B&O P7 Pacific #5304, which wore an Otto Kuhler design streamline shroud from 1937 to 1940 in Royal Blue service (Washington DC - Jersey City, NJ). Later, in 1946, a different design streamline shroud was applied to 5304 and three others (5301, 5302, 5303) for Cincinnatian service (Washington DC - Cincinnati, then after 1950, Detroit - Cincinnati). None survive. An unstreamlined P7 (#5300) is at the B&O Railroad Museum in Baltimore.
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