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I am no steam expert by a long shot, but I believe UP 3985 is missing quite a bit of its skin that would be used to cover the boiler and firebox. I am not sure why it was removed, or if it is being included with the donation of the unit to the Railroading Heritage of Midwest America museum.
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CPR ENGINE 374 , holds very fond and unique childhood memories for me.
As a youngster, I lived blocks from the beach, where this old engine was displayed.
Every child in the area, myself included, played on this train regularly.
We climbed in, over and under the well loved, weathered ( at that time ) vintage structure.
It was a valued piece of history and such a great prop for developing the imaginations of the young.
What could possibly be more fun, than pretending to be engineers on this historic old train, waving out the open window frames, stoking the steam engine, driving the train down the track, checking the wheels, and mimicking train and whistle sounds etc., Choo-Choo.....Woot Woot ....Chugga, Chugga, Chugga or Chooga -Chooga -Chooga.... Clickity-Clack, Clickity-Clack wheels on the tracks.
Examples of vintage steam engine sounds:
www.youtube.com/watch?v=1oJAVJPX0YY
www.youtube.com/watch?v=ZbzU-1oiCgk
This grand ole lady recently celebrated her 130th Anniversary, and I was elated to spend this day with her, once again.
The volunteer staff from the West Coast Railway Association, used a heavy duty wench system to pull her outside into the great outdoors. It was a beautiful sight to see her outside the Roundhouse Museum, basking in the sunshine, as she once stood (in my mind's eye), so many years ago.
Engine No. 374 is the Canadian Pacific Railway (CPR) locomotive that pulled the first transcontinental passenger train to arrive in Vancouver, arriving on May 23, 1887.
This was a year after sister Engine No. 371 brought the first train to cross Canada into Port Moody, roughly 20 miles (32 km) to the east.
History: ( As per Wikipedia )
No. 374 was built by the CPR in 1886 and was one of eight similar steam locomotives built that year in their Montreal shops.
While No. 371 was scrapped in 1915, No. 374 was completely rebuilt in 1914 and continued in service until 1945. Because of its historical significance, it was donated to the City of Vancouver upon its retirement, who placed it on display in Kitsilano Beach Park. It suffered greatly from exposure to the elements and a lack of upkeep. It remained there until 1983, when a group of railway enthusiasts launched an effort to restore the engine in time for Expo 86. It was moved from the beach and spent the next few years in different warehouses around Vancouver while a crew of volunteers undertook the task of restoring the engine. Completed in time for Expo, No. 374 was put on display on the turntable at the renovated former CPR Drake Street Roundhouse where it became a prime attraction.
In 1988 the Expo 86 site, including the Drake Street Roundhouse, was sold to Concord Pacific, and in the course of the False Creek North Development Plan, the developer agreed to convert and expand the buildings to comprise the Roundhouse Community Centre. The Community Centre was designed by Baker McGarva Hart and completed in 1997. The plan for the development had made no mention of the 374 and it was temporarily housed inside the roundhouse itself while it was decided what to do with the engine.
Successful fundraising efforts were undertaken by the Vancouver Parks Board and the Lions Club, among others, and a year later the new Engine 374 Pavilion was completed.
Now a central feature of the Yaletown area redevelopment, the Engine 374 Pavilion is open daily for public viewing from 10 a.m. to 4 p.m. during the summer and 11 a.m. to 3 p.m. in the winter. An anniversary celebration is held annually on the Sunday before Victoria Day. The pavilion is staffed entirely by volunteers from the West Coast Railway Association and on average sees roughly 41,000 visitors per year as of 2015.
A special thanks to you all, for taking the time to view and acknowledge my photography.
I appreciate your visits & kind words of support.
~Christie by the River
**Best experienced in full screen
*** No part of this image may be copied, reproduced, or distributed outside Flickr, without my express written permission. Thank-you
Valley Heights Rail Museum
"THE WORK HORSE: The ever expanding rail network in NSW at the start of the 20th century saw the need for larger locomotives, built for heavy goods service.
TF class was a further development of
the earlier, very successtul T class locomotives.
These TF locomotives saw service on most main lines in NSW, with only a few
lines being closed to them due to weight limits. Large numbers were allocated to country depots such as Bathurst, Lithgow, Goulburn and Broadmeadow.
A total of 190 of the class were built between 1912 and 1917 by local manufacturers: 160 by Clyde Engineering and 30 by Eveleigh Railway Workshops. Construction of the class by NSW manufacturers reflected the trend towards using local builders and the ongoing commitment to the development of local railway technology
5461 was built in 1916 at Clyde Engineering Granville and commenced service
as engine No 1174. Following a new numbering system introduced in 1924, its number was changed to 5461.
The majority of the class were built with or later fitted with superheating steam
technology
Superheating is where steam is returned to the firetubes and reheated to a higher temperature. This superheated steam produces more energy than normal steam, resulting in increased power.
While still under its former number of 1174, this locomotive gained the unenviable reputation for being the worst performing in the class due to its poor steaming efficiency. It was nearly impossible to maintain a good head of steam. Later it was established that its blast pipe did not line up with the chimney, resulting in a lack of draft for the firebox.
During their working life the whole TF class underwent mechanical changes, including the fitting of boilers suitable for the (D) 50. (D) 53 and (D) 55 class locomotives. This improved their overall performance, making them more productive.
5461 saw service all over NSW including periods here at Valley Heights during the 1950s, working as a pilot engine assisting goods (freight) and passenger trains up the steep grade to Katoomba. After a service life of 50 years, it was then used by the NSW Rail Transport Museum until the 1980s. Boiler defects forced its retirement to Valley Heights Rail Museum where it is displayed as a static exhibit.
Locomotive 546l is rare. It is one of a few surviving locomotives of the T, TF and K classes that once numbered over 500.
Standard Class 5 4-6-0 73156 approaches Rothley with the 12:00 dinning train to Leicester North, 26th May 2018.
Locomotive History
The British Railways Standard Class 5 4-6-0 was a development of the London Midland and Scottish Railway “Black 5”. One hundred and seventy two Standard Class 5’s were built from 1951 until 1957. 73156 being built at Doncaster Works, being released to traffic in December 1956, allocated to Neasden. After a career of just under eleven years it was withdrawn in November1967 and dispatched to Woodham Brothers yard at Barry, South Wales. It left Barry in 1985 and moved to Bury, East Lancashire Railway where the locomotive was stripped and protective attention given to the frames and firebox/boiler. Little progress was made at Bury and the locomotive moved to the Great Central Railway in 2001 and returned to traffic in 2017.
Looking up towards the firebox from the ashpan on Elidir steam locomotive.
The two fire bars to the lfar left are old cast iron fire bars and cost over £20 each!.And the other's are mild steel.
Ride the Pancho Villa Train and join the Mexican Revolution !
Action, adventure, and spectacle! Join general Pancho Villa and his band of Mexican revolutionaries as they mount a bold attack by rail on the fortified city of El Ciudad Guerrero . This scene was brought to life by the imagination of George Lucas in 1992 for the premiere episode of the “Young Indiana Jones Chronicles” television series. Young Indy rides with Pancho Villa’s gang alongside a hijacked train as they push a flatcar loaded with dynamite into the city’s defensive wall. Will they succeed in this brazen attack? Find out by watching the “Adventures of Young Indiana Jones - Vol 1” episode “Spring Break Adventure” available on DVD at your local library today!
This MOC took Best Train in the 2009 Eurobricks.com Train Tech forum Train Contest www.eurobricks.com/forum/index.php?showforum=122 Far from the polished equipment of mainline US railroads; this train is a grimy, weathered hand-me-down rusting in the Mexican desert. Construction highlights include:
- Working valve gear (although purists will note that only half the phases are supported and technically I modeled slide gear rather than the prototype’s Walschaerts)
- Ray gun suction cup for the lok bell
- Handcuffs for the lok leaf springs
- SSRS (Single Stud Radial SNOT) boiler (from my Circus Train www.flickr.com/photos/brian_william...57614731023767/ )
- FAUX tender trucks
- 3wide lok domes using BBB wheels
- Headlamp and firebox sparks animated using Rob Hendrix elite Jr ( www.lifelites.com/products/74 )
- The tender ladder whips (from Carl Greatrix Evening Star)
0-8-0T 'ApeMin 1' (Reşiţa 1129/1954) is seen blasting through the village of Capu Corbu with a mixed passenger freight charter on the Borsec Mineral Water Railway. This former CFF (Căile Ferate Forestiere) 760mm gauge line was taken over by the Ape Minerale company in 1969 and continued to use the standard forestry railways tank engines until dieselisation in the 1980's. After the change of use for the railway from timber to bottled water loaded trains would operated from the Borsec ApeMin Fabrica to Topliţa where they were transferred to the standard gauge CFR network for onward distribution. The Borsec Mineral water even during the Communist era was exported reaching places like Austria. The freight trains used to consist of flat wagons loaded with metal cage crates loaded with the glass bottles and the clanking rattling sound could be heard for some distance as the train came up the valley. By the 1990's this practice ceased as the bottles were then moved in shipping containers so the distinctive sound was lost as the train passed. Then freight traffic ceased in 1992 when all production was switched to road haulage. The railway remained in situ for several years with occasional specials like this one but succumbed to the inevitable and eventually closed outright and the 760mm gauge line has pretty much vanished back into the landscape now. The leading wagon here is a sort of tender for the loco carrying additional logs for the firebox while the second vehicle was especially loaded with empty bottles in the old wire crates to recreate the sound while finally a coach obtained from one of the CFF forest railways brings up the rear.
On the damp and cold Friday 17th January 2014, the 6.07am Wolsztyn to Leszno service rolls into Włoszakowice. It's an early start for these passengers, mainly students, and the guard opens the forward door of the leading coach before the train comes to a stand. The fireman will be busy topping up the firebox of 'Ol49' Class 2-6-2 No.49-59 for the final few miles on to Leszno, where it will be watered and turned before its return to Wolsztyn later that morning.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
Here's a rear-quarter view of the massive Chesapeake & Ohio 2-6-6-2 Locomotive #1309 as she sits on the servicing track at the station in Frostburg, MD during a February, 2023 photo shoot on the Western Maryland Scenic Railroad. This angle shows off the large firebox, and long boiler on this beast, as well as the front and rear engines. The boiler essentially sits on the rear engine and pivots over top of the front one as the locomotive goes around curves. The locomotive has a simplex mode for starting, in which fresh steam is circulated to both engines to get it moving. As it comes up to speed, it switches to compound mode, in which the steam is used twice. It first flows to the rear engine and once exhausted from the cylinders, is routed forward to the front engine, where it is used again. It's a complex locomotive that's expensive to maintain and that's one of the reasons why they are so rare in preservation. In 2023, you can pretty much count the US-based examples on one hand.
Lokomotivfabrik Henschel (Kassel)
Baujahr: 1924
Fabriknummer: 20216
Die Dampflokomotiven der Baureihe 22 waren umgebaute Personenzuglokomotiven der Deutschen Reichsbahn.
The steam locomotives of DR Class 22 were reconstructed passenger train locomotives in service with the Deutsche Reichsbahn in East Germany after the Second World War.
These engines were rebuilt from DRG Class 39.0-2 locomotives and appeared between 1958 and 1962 as part of the reconstruction programme. The latter had a significant problem: the boiler did not generate enough steam and the steam pipes were too winding, which considerably reduced the maximum power of the engine. A total of 85 examples were equipped with a new combustion-chambered boiler with an IfS mixer-preheater. The locomotive frame had to be extended to accommodate the new engine. The wider outer firebox meant that the driver's cab needed a modified rear wall. The locomotives were given operating numbers 22 001–085 and were mainly homed in the Reichsbahn divisions of Dresden and Erfurt.
Sie entstanden zwischen 1958 und 1962 innerhalb des Rekonstruktionsprogrammes aus den Lokomotiven der Baureihe 39.0–2. Diese hatten zwei entscheidende Probleme: Der Kessel erzeugte zu wenig Dampf, und die Dampfwege waren zu verwinkelt, was die maximale Leistung der Lok erheblich einschränkte. Es wurden insgesamt 85 Exemplare mit einem neuen Verbrennungskammerkessel mit Mischvorwärmeranlage der Bauart IfS ausgestattet. Zur Aufnahme des neuen Dampferzeugers musste der Rahmen verlängert werden. Aufgrund des breiteren Hinterkessels erhielt das Führerhaus eine geänderte Stirnwand. Die Lokomotiven trugen die Betriebsnummern 22 001–085 und waren hauptsächlich in den Reichsbahndirektionen Dresden und Erfurt beheimatet.
Quelle: Wikipedia und div Internet
This loco has evolved through several iterations from an Emerald Night. At this point I don’t think there is any significant part of the Emerald Design left!
My first version was powered by an XL using the original Emerald Night gear train. Finding this a bit slow, for the second iteration I tried two L motors, one mounted in the firebox and the other inside the boiler. This was a bit better, but still not that fast when pulling carriages. This version has two train motors, one under each tender and can pull four or five cars at a good speed. There are two battery packs, one in each tender, for extra battery life and weight.
I had to make the tenders slightly longer to fit the motors. Also of note, to avoid too much play between the tender and loco, the rear wheels of the loco are the leader tender wheels are joined are rigidly attached.
London Midland and Scottish Railway (LMS) Stanier Class 5 4-6-0 No. 5305 (British Railways no. 45305) is a preserved British steam locomotive. In preservation, it has carried the name Alderman A.E. Draper, though it never carried this in service.
5305 was built by Armstrong-Whitworth of Newcastle-on-Tyne in 1936, works No 1360. It spent most of its career based in North-West England. After nationalisation in 1948, British Railways renumbered it as 45305.
45305 survived to the last month of steam on British Railways. It was even a candidate for the well known Fifteen Guinea Special which ran on 11 August 1968, but on the night before the trip it was failed with a collapsed firebox brick arch and had to be replaced by engine 45110. 45305 was withdrawn from service at Lostock Hall shed as a result of the firebox brick arch failure.
Source: en.wikipedia.org/wiki/LMS_Stanier_Class_5_4-6-0_5305
This enormous engine was built by the Baldwin Locomotive Works in 1941 for the Duluth, Missabe and Iron Ridge railroad, one of the primary iron ore hauling railroads in Minnesota. Iron ore is heavy, and combined with the railroads steep grades, made transporting this material from the mines to the Great Lakes a tricky task and required great amounts of power. Indeed, even the 2-8-8-0 locomotives - the most powerful ones of the DM&IR's roster - needed a helping hand.
The DM&IR decided to build eight engines that would be similar to the Western Pacific's 2-8-8-2's. These new engines were built with large fireboxes and all-weather cabs requiring a second axle to be added on the rear truck. This arrangement earned them the name "Yellowstones" and were the most powerful engines of this type, producing 140,000 lbf of tractive effort.
Although the 225 is called a "Yellowstone", footplate crews called it a "Mallet" after Swiss engineer Anatole Mallet. Mallet introduced locomotive articulation, in which the rear engine is rigidly attached to the main body and boiler of the locomotive, while the front engine rides on a separate truck attached to the rigid rear frame by a pivot so that it can swing from side to side.
The first eight were delivered in 1941 and performed beyond the DM&IR's expectations, who ordered another ten of these engines in 1943. The engines performed so well that several were loaned out to the Denver & Rio Grande Western Railroad for use on their Tennessee Pass route. The Rio Grande heralded the engines as being the best ones to operate.
The engines began fading into obscurity as dieselization took hold. After an accident on Tennessee Pass, the loaned engines were returned. Afterwards the DM&IR began scrapping them, only saving three of the later batch.
The DM&IR donated #225 to the city of Proctor on the 25th of March, 1963, and put on display at Charles E Carlson Park, where it remains today.
locomotive.fandom.com/wiki/Duluth,_Missabe_%26_Iron_Range...
A couple of the 2-8-2 configured wheels of CP 5468 Mikado steam locomotive in The Revelstoke Railway Museum.
The 2-8-2 Mikado was the workhorse steam locomotive for the railroad industry during the 20th century and prior to the switch to diesel-electric technology.
2-8-2 wheel arrangement:
The 2-8-2 wheel arrangement allowed the locomotive's firebox to be placed behind instead of above the driving wheels, thereby allowing a larger firebox that could be both wide and deep. This supported a greater rate of combustion and thus a greater capacity for steam generation, allowing for more power at higher speeds.
And, if you really want more:
With her fire freshly cleaned, the East Broad Top Railroad's Baldwin Mikado #16 backs off the ash pit onto the turntable, for a quick turn to face her stall in the roundhouse at Rockhill, Furnace, PA. The ash pit can clearly be seen just below the front of the locomotive. The rack on the left side of the image holds all manner of tools used for firebox management, including raking the fire, breaking banks and dumping ash.
This image was captured during an April, 2023 photo shoot on the East Broad Top Railroad, featuring the newly restored Baldwin #16, seen here. This engine had not run since the railroad closed up shop as a common carrier in 1956 and was judged to be in the best condition of the 6 surviving EBT Mikes.
Former Chesapeake & Ohio Kanawha 2716 looks just fine as it wheels a southbound excursion over the Rapidan River at Rapidan, Virginia. Unfortunately, this is one of its last runs before a cracked firebox is discovered.
The prep of Stanier 8F 2-8-0 48305 on Sunday was a real team effort. My driver Richard let me do the oiling up and I let Dave the cleaner clean the firebox & light the fire.
I did all the corks and pots inside and out while Richard did the underkeeps helped on the oil pump by Sam - seen here. When he had finished Chris, Dave & I emptied the ashpan, front and rear. Chris had earlier washed down the boiler.
There's a reason why UP3985 is steaming poorly in this photo while pulling a Sutherlands Lumber Christmas train northbound up Shannon Hill on the Falls City Sub. It was determined that the brick crown inside the firebox had collapsed, resulting in the trip being terminated in Falls City, and the 3985 would be dragged back to Cheyenne for evaluation and repairs. 12-6-1992
A true restoration miracle, Riddles 8P Pacific 71000 Duke of Gloucester stands immaculate at Carnforth on the evening of November 4th 1990.
A mammoth twenty five year undertaking, 71000 went from a Barry scrapyard hulk to this. A successful mainline test was undertaken by BR in March 1990 proving that corrected errors with the chimney and firebox air flows had indeed transformed the engine into what Riddles had intended. In 1995 on the 'Shap Trials' 71000 proved to have the highest power output of any of its Pacific rivals.
At the time I was a committee member of the North West Branch of the LCGB and invited Peter King the chairman of the 71000 Steam Locomotive Trust to speak at our February meeting, which he duly did. What he imparted that evening was a true insight of the trials and tribulations they faced ... 'the impossible dream' became a reality.
File: 2021002-0654 (left side)
File: 2021002-0657 (right side)
Dean Forest Railway, Norchard Station, near Lydney, Gloucestershire, England, United Kingdom, on Wednesday 22nd September 2021.
About this photograph.
This is one of the many volunteers working at Dean Forest Railway, he could be the driver or the firebox stoker, I just spotted him starting to climb up and grabbed some shots.
According to the number 75008 painted on the side of the steam loco, it is a Hunslet Austerity 0-6-0ST class of steam locomotive designed by Hunslet Engine Company. This very train is named Swiftsure, and was built in 1943.
It was a visiting steam loco, having visited before in 2017 and 2018, she was back at Dean Forest Railway from June 2021. At the current time of writing, she is reported to be still operational.
I was there as my best friend and I were simply at Dean Forest for a weekdays holiday, and she wanted to have more day outs rather than being stuck at the cabin, so I came up with two different day out ideas. The visit to the Dean Forest Railway was one of the ideas, and my best friend enjoyed the rides.
About the overall subject.
The Dean Forest Railway is a 4 to 5 miles long heritage railway, still running vintage steam, and classic diesel trains, as a tourist attraction in the Forest of Dean.
It started in 1799 as an idea for a horse-drawn tramway, linking the Forest of Dean to the rivers Severn and Wye, for the transportation of coal and iron materials.
Between 1800 to around the 1870s, it went through so many processes. Like building lines and branching out, changing company names, financial problems, rival companies, converting from horse-drawn tramway into steam powered railway, merging companies, change of railway gauge sizes, and so many other factors.
It became known as the Severn and Wye Railway during those years.
From around the 1870s onwards, in order to cope with financial difficulties, and to help with funding, they started fee-paying passenger services in addition to the goods carrying services. But ongoing financial problems, lack of traffic, and many other factors, continued up until around the 1940s.
After the Second World War (1939-1945), the railways in this area started to go downhill, mainly due ot declining coal industry in the area, lack of passengers, improvements in transportation elsewhere, and the nationalised of British railways.
Many stations and lines started closing down, or completely shut down, during the 1950s and 1960s.
Starting from the early 1970s onwards, a railway preservation society was formed to try to buy and save as much of the old railway, and run it as a heritage railway for tourism, and was then named as Dean Forest Railway.
At the current moment, the Dean Forest Railway is approximately between 4 to 5 miles long between Lydney and Parkend, with Norchard station as its home base, but they are hoping to extend the line to 7 miles in near future.
They run a range of mostly steam trains to 1960s diesel trains, with various carriages, and at least 5 stations.
For more details, simply Google “Dean Forest Railway” for history or for visiting.
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The incredibly steep climb up to Rennsteig station from Schmiedefeld am Rennsteig in the Thüringer Wald is considered to be the steepest adhesion-worked railway in Germany, with a ruling gradient of 1 in 17 for almost one mile. It was worked as a rack railway using the 'Abt' system until 1927 using Prussian 'T26' 0-6-2 tank locomotives. The station at Rennsteig is near the watershed of the rivers Elbe and Weser, and the track layout is configured in a 'Y' shape. This enables steam locomotives to work smokebox-first in order to maintain the boiler water level over the firebox crown on both of the steep north and south sections leading up to the station, which is situated at around 747 metres above sea level. Heading the 14:06 Schleusingerneundorf to Rennsteig service on the public holiday of Wednesday 3rd October 2018, Prussian 'T16-1' 0-10-0 tank 94 1538 tackles the last stretch of the unforgiving climb from Schmiedefeld, its staccato exhaust beat echoing from across the valley. The '34' kilometre post is the distance measured from Plaue.
(A distracting car, parked on the road, has been digitally removed)
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
DS 238, Wainwright
The S100 is a side tank designed by Col. Howard G. Hill.
In 1942, the USATC ordered 382 S100s from Davenport Locomotive Works of Iowa, H. K. Porter, Inc, of Pittsburgh and Vulcan Iron Works of Wilkes-Barre. They were shipped to the British War Department in 1943. They were stored in Britain until 1944. After D-Day, most went overseas but some remained in store.
After the war, The Southern Railway bought 15 S100's (14 for operational use and one for spare parts) and designated them USA Class. They were purchased and adapted to replace the LSWR B4 class then working in Southampton Docks. SR staff nicknamed them "Yank Tanks".
For fifteen years the entire class was used for shunting and carriage and van heating in Southampton Docks. They performed well and were popular with the footplatemen, but the limited bunker capacity often necessitated the provision of relief engines for some of the longer duties. Two examples were fitted with extended bunkers to address this problem in 1959 and 1960, but a more ambitious plan to extend the frames and build larger bunkers was abandoned in 1960 due to the imminent dieselization of the docks. They also often suffered from overheated axleboxes which was less of a problem when shunting but prevented them from being used on longer journeys.
A more serious issue was the condition of the steel fireboxes originally fitted to the class which rusted and fatigued quickly. This was partly due to their construction under conditions of austerity, and the hard water present in the docks. This came to a head in 1951 when several had to be laid aside until new fireboxes could be constructed. Thereafter there were no further problems.
During the mid 1960s six examples were officially transferred to ‘departmental’ duties and renumbered. These went to Redbridge Sleeper Depot (DS233), Meldon Quarry (DS234), Lancing Carriage Works (DS235 and DS236), and Ashford wagon works (DS237 and DS238; where they were named Maunsell and Wainwright).
Nine examples remained in service until March 1967[24] and five of these survived until the end of steam on the Southern Region four months later. Two of these engines, 30065/DS237 and 30070/DS238, were sold to Woodham Brothers in South Wales in March 1968. However, before they could make their journey, their bearings ran hot and were declared "unfit for travel" which led to the two tank engines being dumped at Tonbridge. Five months later, they were taken to Rolvenden when they were purchased for preservation on the Kent and East Sussex Railway.
At the moment, both locomotives are o.o.s. with no date known for return to traffic, ironically, it is the condition of their fireboxes which gives concern.
Information above chiefly from Wikipedia. Photograph from a slide by Ray Gell.
Chicago Burlington & Quincy #4978 is a Baldwin built Mikado type locomotive (2-8-2), one of sixty ordered by the CB&Q in 1923. #4978 weighs in at 316,780 lbs and has 27" x 30" cylinders and 64" drivers. The 325 sq ft radially stayed firebox includes 33 sq ft of arch tubes and 59 sq ft of combustion chamber. With an additional 769 sq ft superheating, its total heating surface was 4,178 sq ft. In 1923 these locomotives came with a price tag of $55,296 each.
The tender weighs 195,200 lbs light and has a capacity of 10,000 gallons of water and 19 tons of coal. #4978 was originally assigned to the CB&Q Galesburg division, which included Mendota, and was active as late as 1961. It was retired in 1965, when it was donated to the LaSalle County Historical Society. It is now on display with wood cupola caboose CBQ #14451, which was built in CB&Q's Aurora, IL, shops in 1911 at the cost of $1,582.72.
CB&Q #4978 is currently on display outdoors at the Union Depot Railroad Museum in Mendota IL.
With only the glow of the firebox door to light the scene Fireman Mark , Driver Matt and cleaner Thomas Cullen seen going about their duties on 5690 Leander.
this photo was bloody hard to pull off in near pitch darkness and Adobes noise resolution is a game changer.
Driver Matt is caught in concentration as the ever demanding beast is continually fed by the fireman
Standard Class 5 4-6-0 73156 stands outside the shed at Loughborough Central 19th December 2018.
Locomotive History
The British Railways Standard Class 5 4-6-0 was a development of the London Midland and Scottish Railway “Black 5”. One hundred and seventy two Standard Class 5’s were built from 1951 until 1957. 73156 being built at Doncaster Works, being released to traffic in December 1956, allocated to Neasden. After a career of just under eleven years it was withdrawn in November1967 and dispatched to Woodham Brothers yard at Barry, South Wales. It left Barry in 1985 and moved to Bury, East Lancashire Railway where the locomotive was stripped and protective attention given to the frames and firebox/boiler. Little progress was made at Bury and the locomotive moved to the Great Central Railway in 2001 and returned to traffic in 2017.
Black liveried 0-6-0PT pannier tank engine No. 3738 is a Great Western Railway 5700 class steam locomotive, designed by Collett and built at Swindon in 1937. The pannier tank locomotive was first introduced by the GWR in 1898. No. 3738 was taken out of traffic in 2013 with firebox problems and is seen at Didcot Railway Centre on 29th August 2020.
The Prussian Class T 3 steam locomotives procured for the Prussian state railways were 0-6-0 tank locomotives. Together with the Prussian T 2 they were the first locomotives that were built to railway norms. The first units were delivered by Henschel in 1882.
The T 3's had a wet steam engine with two cylinders that drove the centre coupled axle. The slide valves were worked by an outside Allan valve gear. The water supply was stored in a well tank between the frame under the boiler; the coal bunkers were on the left and right hand side of the firebox. In front of each one was a filler pipe for the water tank.
The springs on both front axles were linked with equalising beams located above the running plate.
The early T 3's did not have a steam dome, but were equipped with a regulator housing on top, from which the admission pipes led directly to the cylinders outside the boiler. The axle load of this locomotive was about 10 t.
Later batches (from 1887) had a steam dome, and the admission pipes were located in the smokebox. Due to the addition of the steam dome, the location of the sand box and sanders were changed. In addition the quantities of water and coal that could be carried were increased. The back wall of the cab was now straight and the lower section no longer sloped. The length over buffers increased from 8,300 mm to 8,591 mm, the axle load rose to 11 t (see second photo).
From 1903 the supplies were increased again and the T 3 could now carry 5 m³ of water and 1.9 t of coal. The axle load of this "strengthened standard class" or "Standard class (6t)" (Normalbauart (6t)) was 12 t.
The Furness Railway No.3, nicknamed "Old Coppernob", is a preserved English steam locomotive. It acquired its nickname because of the copper cladding to its dome-shaped "haystack" firebox.
It was built in 1846 by Bury, Curtis, and Kennedy of Liverpool,[ a company with which the Furness Railway's first locomotive superintendent James Ramsden had been an apprentice. It is an 0-4-0 version of Edward Bury's popular bar-frame design of the period, with iron bar frames and inside cylinders, and is historically significant as the only survivor of this type in the United Kingdom. It is also one of the few preserved engines from the Furness Railway, whose Indian red livery it carries.
This locomotive was in service from 1846 - 1899.
Wikipedia.
8F No.48151 rounds the curve at Low Baron Wood, near Armathwaite. The temperatures were in the mid twenties, so the exhaust was not expected, but fortunately another shovel full of coal had just gone into the 8F's firebox.
I had just set the empty stock lamps for Black 5 4-6-0 45305 standing at the head of our train in platform 1. We spent 45 minutes here steam heating the stock before departing to work the first Santa train from Quorn at 10.00.
The new Russian coal was interesting stuff. It came in huge chunks which were very difficult to break up so the back and corners of the firebox were built up with the largest of them. In many ways it was like Welsh coal being low in volatiles and slow to burn so no smoke and the need to fire early in anticipation of a 10 minute wait before it provided its energy. With 8 steam-heated coaches and Peak D123 (total approx 400 tons) to pull up to Leicester you had to get it right.
A closer view of British Railways Standard 4 4-6-0 75027 in the dock by the shed. Partially restored SR Bulleid pacific 34023 Blackmore Vale is just visible in the shed behind.
Built at Swindon in May 1954 75027 was withdrawn from British Railways service in August 1968 at the end of steam. It was purchased from BR in 1968 & when it arrived at Sheffield Park in January 1969, 75027 appeared to be far larger than was needed on the Bluebell Railway of the late 1960s. It ran almost immediately after delivery, largely in ex-BR condition and in fact proved to be a very useful engine over many years & several overhauls. I never actually saw it in steam in those years and probably never will considering it now needs new frames and a new firebox!
Great Western Modified Hall 4-6-0 6990 Witherslack Hall climbs away from Rothley Brook with the 10.00 Quorn-Quorn service.
There is a 10mph speed restriction through Rothley platforms and out to Rothley Brook so the train coasts onto the level section to the brook and the driver opens up where the gradient briefly becomes 1 in 100 because of the local situation and then into the ruling gradient of 1 in 176, hence the engine is working hard. The fireman has obviously loaded up the box through the restriction and kept the firebox door closed generating this pall of exhaust.
Not a whiff of steam at the safety valves so I suspect the fireman is looking anxiously at that pressure gauge!
This was taken at the northeast corner of Broadway and 96th St.
I see this man in the neighborhood all the time. He is not usually dressed in such a dapper style ...
Note: I chose this as my "photo of the day" for Dec 21, 2015.
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This is a continuation of a Flickr set that I started in the summer of 2009, and continued in 2010 (in this Flickr set), 2011 (in this Flickr set), 2012 (in this Flickr set), and 2013 (in this Flickr set). As I noted in those earlier sets of photos, I still have many parts of New York City left to explore -- but I've also realized that I don't always have to go looking elsewhere for interesting photographs. Some of it is available just outside my front door.
I live on a street corner on the Upper West Side of Manhattan where there's an express stop on the IRT subway line, as well as a crosstown bus stop, an entrance to the West Side Highway, and the usual range of banks, delis, grocery stores, mobile-phone stores, drug-stores, McDonald’s, Two Boots Pizza, Dunkin' Donuts, Starbucks, Subway, 7-11, and other commercial enterprises. As a result, there are lots of interesting people moving past my apartment building, all day and all night long.
It's easy to find an unobtrusive spot on the edge of the median strip separating the east side of Broadway from the west side; nobody pays any attention to me as they cross the street from east to west, and nobody even looks in my direction as they cross from north to south (or vice versa). In rainy weather, sometimes I huddle under an awning of the T-Mobile phone store on the corner, so I can take pictures of people under their umbrellas, without getting my camera and myself soaking wet...
So, these are some of the people I thought were photo-worthy during the past few weeks and months; I'll add more to the collection as the year progresses ... unless, of course, other parts of New York City turn out to be more compelling from time to time.
Probably one of my earliest photos taken on a school trip to Crewe Works on 4.6.1961 when I logged 251 locomotives at the works and Crewe North Shed (5A) This photo was taken in the scrapping area of Crewe Works where 52093 was acting as works shunter.
Below is a history of locomotive class 27 of which 52093 was a member.
LMS BR (Ex L&YR) Aspinall Class 27 0-6-0
The Lancashire and Yorkshire Railway class 27 was by far the most numerous class with 385 locomotives being built at Horwich between 1889 & 1918. These where built mainly for freight but were also seen on passenger workings.
When Aspinall rebuilt most of the smaller Barting Wright class 25s into saddle tanks (Class 23) he used 200 of their tenders which were still of no age for these new class 27 locomotives, the rest receiving new tenders. The class 27 being a more powerful (3F) having 5ft 1-inch wheels compared to the class 25 (2F) with 4ft 6-inch wheels.
Commencing in 1911, Hughes started rebuilding some of the class 27 with Belpair fireboxes, 46 in total with the vast majority staying in original condition. Hughes went onto build the class 28 mostly with Belpair fireboxes though the first batch has round top fireboxes. Both where superheated with the last five being reverted back to the original 1889 specification, possible using spare parts.
28 of the class 27s where sent to France during the first world war for service with the R.O.D, all of the locomotives later being retuned and put back into service.
The first withdrawals came in 1931. Crewe works had eight of the 0-6-0s lasting into 1962 for shunting work with Locomotive Nº52093 lasting the longest in-service at 72.5 years.
Coal fuels the firebox of Swanage Railway's SR 2-6-0 U Class No. 31806 shown yesterday in this photo flic.kr/p/2eLK7t5
Not sure if Tilly is a local name, given by the Tenterfield Rail Museum in Northern New South Wales where this is taken.
Tilly is actually a small industrial saddle tank engine built in 1912 by Vulcan Iron Works in Pennsylvania, USA. It is certainly not from around Tenterfield in any shape or form and is on loan from the Thirlmere rail museum.
The locomotive was imported by a water board in Sydney NSW for work on a reservoir project in Lidcombe (Sydney). It was sold to the Emu and Prospect Gravel Company in 1921 for shunting at Emu Plains gravel pits. After a long life she was retired in 1967 and eventually preserved. Tilly weighs 27 tonnes.
So what is a saddle tank engine? Firstly, a tank engine is a steam locomotive that does not tow a tender behind it in which coal and water which are essential for the raising of steam are held. A tank engine usually has a bunker behind the cab in which the coal is stored for the fireman to feed into the firebox. Sometimes in small industrial locomotives, the space for the bunker is almost non-existent and coal is also stored on the cab floor. In some instances small tank locos even trailed a small open wagon which held coal, turning them almost, in theory at least, back into a tender engine. This practice was not uncommon with small shunting and industrial type tank engines in the UK in particular.
In most tank engines, the water is held in tanks that sit vertically beside the boiler. However, in a saddle tank engine, water is kept in a curved tank that folds over the top of the boiler, like a saddle which you can see in this shot. There are other forms too, pannier* tanks which were widely used by the Great Western Railway in the UK and rare well tanks.
* For those curious enough, here is a link to the largest (by number) class of Great Western Railway pannier tanks - the photos speak more eloquently of what a pannier tank looks like than my words can!
Built at Altoona Machine Shop in 1901, in 1917 it was sold to Central Iron and Steel of Harrisburg, Pa. eventually working it's way to the Williams Grove RR. in 1961. For the PRR purists, the Belpaire firebox boiler was to be replaced by another Belpaire firebox boiler style in 1945 at Porter, but something went wrong and it received a more standard rounded firebox.