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Steam Loco WP 7161 was utilized for hauling of Steam Special from Delhi Cant. to Alwar. The information of the Engine is given below:
Easily recognized by the cone shaped bulging nose with (usually) a silver star painted on it, this locomotive became the standard passenger locomotive on Indian Railways post 1947. Experiencing a severe shortage of locomotive on the system in the mid 1940s coupled with unhappy past experiences with the IRS class of locomotives looming large, the order for 100 prototype WP was restricted to a mere 16 engines (on scale of two for each major broad gauge route). Baldwin Locomotive Works (BLW), Philadelphia was awarded the task of building the first sixteen prototype WP class locomotives. These were numbered from 7200 to 7215 and went to GIPR, BB&CIR and EIR. The initial locos were called WP/P, the extra P indicating prototype. These engines soon earned the reputation for free steaming, fuel economy and good riding characteristics, also there was none of the ‘tail wag’ experience with these engines that was so characteristic of the XC class. On establishing their success further orders for WP locomotives went to Baldwin Canadian Locomotive Company (CLC) and Montreal Locomotive Works (MLW) who shared the manufacturing the next 300 WP engines. These engines were numbered from 7216 to 7515 in order of the Railway to which they were allotted. A further 120 engines were ordered from Canadian Locomotive Company in 1955-56 and 60 more engines came from Poland and Austria between 1957-59, this loco was in production for 20 years from 1947 to 1967 from 53 locos in 1953, it reached a peak holding of 167 locos on Northern Railways in 1967. This Pacific class of broad gauge loco marked the change the coding from ‘X’ to ‘W’ for broad gauge locomotives. It was capable of doing up to 110 Km/h and remained Indian Railways crack locomotives for many years and hauled prestigious express trains. WP’s were designed specifically for low-calorie, high-ash Indian coal and its ease of handling made it a hot favourite amongst Loco drivers. Several WP’s remained in service until the late 80’s. Early prototypes from Baldwin were labelled WP/P, CLW versions after 1965 were labelled WP/1.
Rewari shed homes the WP 7200 and WP 7161, the former is from the first lot of prototypes that were handed over to Indian Railways by the United States in 1947. The locomotive was a part of Central Railway System (GIPR) but was transferred to Northern Railway later. Homed at Moradabad shed this locomotive was later shifted to Saharanpur shed, before it retired from active service. It is believed that WP 7200 was the first WP class of engine that was handed over to Indian Railways in USA on 15th August 1947, India’s Independent Day, though the engine physically arrived on the Indian shores in Oct’47. This adds to the historic importance of this locomotive, with this in mind, this locomotive previously called Shahjahan, after the great Mughal emperor who build the Taj Mahal, has been re-christened “AZAD”, meaning free in hindi.
WP 7161 is the Chittranjan Locomotive Works built engine, inducted into active service in 1965, this locomotive was also there was none of the ‘tail wag’ experience with these engines that was so characteristic of the XC class.
On establishing their success further orders for WP locomotives went to Baldwin Canadian Locomotive Company (CLC) and Montreal Locomotive Works (MLW) who shared the manufacturing the next 300 WP engines. These engines were numbered from 7216 to 7515 in order of the Railway to which they were allotted. A further 120 engines were ordered from Canadian Locomotive Company in 1955-56 and 60 more engines came from Poland and Austria between 1957-59, this loco was in production for 20 years from 1947 to 1967 from 53 locos in 1953, it reached a peak holding of 167 locos on Northern Railways in 1967.
This Pacific class of broad gauge loco marked the change the coding from ‘X’ to ‘W’ for broad gauge locomotives. It was capable of doing up to 110 Km/h and remained Indian Railways crack locomotives for many years Source IRCTC
For those who have followed the uploading of the Brian Perkes collection, this is a shot of the cover and spine of the album. It has become a bit dog eared on the outside but apart from some yellowing and fading the actual photos are still intact.
See most of the photos in this set :- www.flickr.com/photos/rtw501/sets/72157626799933439/
exEssex Terminal Railway Steam Engine Number 9 idling outside the St. Jacobs Restoration Shop of the Southern Ontario Locomotive Restoration Society
Number 25 of #67phonephotos. Taken at the Great North Steam Fair 2019 at Beamish Museum, County Durham. Nik Siver Efex edit.
Maunsell N15 class 'King Arthur' 4-6-0 No. 30803 "Sir Harry le Fise Lake" heads a South Western train for Southampton Terminus through Wimbledon on 18 June 1960.
Camera: Fed II 35mm
Film: Adox KB14
RD14642. 2ft gauge Quarry Hunslet 0-4-0ST BRITOMART runs into Porthmadog Harbour Station during the Ffestiniog Railway's 'Quirks & Curiosities II' gala weekend.
Friday, 28th April, 2017. Copyright © Ron Fisher.
Working most weekends means that I have limited access to operational steam these days, so when the rare opportunity arises with a steam engine operating locally on a day when I'm actually off, Something would be amiss for me not to go and see
Good Friday , 15 April 2022 finds 5917 on the second Canberra to Bungendore Shuttle of the weekend
This is the steam engine of the tug "Clyde" situated on Renfrew Ferry Green. The recently re-opened "Ferry Inn" in Clyde Street is in the background.
exEssex Terminal Railway Steam Engine Number 9 at the St. Jacobs Restoration Shop of the Southern Ontario Locomotive Restoration Society
1901 John Fowler Steam Showmans Road Locomotive, AD8930 (works number 9177) 'Dawn of the Century' owned by Alex Steele & Sons, Fife, at the Manby Showground Steam & Family Spectacular in August 1991 or 1992
(Thanks to escortmad79 for the extra info)
These steam cylinders could pack enough power to drive this 635,000 pound engine down the rails, pulling far more weight than that in railroad cars. They're not all that big, really, maybe three feet long and a foot and a half in diameter. The pressures inside were tremendous, 250 pounds per square inch.
The machining of the driver arms was extremely precise, within 1/10000th of an inch. Any inaccuracy in their length would result in either the wheel binding up.
This beautiful 4-8-4 is in Nashville's Centennial Park.
Museum railroads rapidly increase in popularity. Few things can be better on a warm summer day than a train trip in a set drawn by a steam engine!