Were the articulated steam locos ever used for regular passenger services, or any at all…or were they really only used for freight haulage? [:)][;)]
(I’m always on the lookout for something diferent in the passenger train world…heh heh [;)] and I suspect an articulated steam loco hauling passenegr cars would be a bit unusual…???[:0][;)][;)])
Hope y’all are having a great Summer [8D]
Cheers [:)][;)]
Dave [:)]
I think the N&W may have used a Class A (2-6-6-4) for passenger services before. I know they took Class J’s(4-8-4) and used the in frieght service before.
Dave, I’m quite sure the answer is yes…I personally can’t give you the specifics without looking up some data but pretty sure we can say yes. Wouldn’t be a bit surprised to have found them helping up around the Curve at Altoona and to the summit back in steam days. I’m sure others on here can cite some examples.
Thanks Train Guy 3 and Modelcar, others may be able to post as they read this one.
Cheers
Dave
Thanks Mark - Looks like freight was the main job for these locos.
(pssst…Mark - did you get my message?)
Dave
Mark…Didn’t the TI actually do some passenger work on the Pennsy…?
FWIW – UP used Challengers on passenger service, and indeed had some painted in the passenger gray colors.
N&W routinely used class As in heavy passenger service, and in fact equipped some with passenger communication whistles (one of these was quite recently on sale at eBay)
My understanding is that SP used cab-forwards of some classes for heavy passenger work.
I suspect that under a slightly wider classification of ‘passenger’ service (i.e. troop trains) there was more extensive use of articulateds – Big Boys, for example.
The PRR T1 is, of course, not an articulated locomotive. Neither were the Q classes. These are duplex-drive, with two separate “engine” units in a common rigid frame.
In my opinion, quite a bit of limitation on the use of articulateds as passenger power is in the economics of locomotive efficiency vs. passenger-train size. Platform length limits the effective size of a passenger train, even if the train can be divided into ‘rakes’ of cars and switched to separate platforms at intermediate stations. By the end of the '40s, a number of the large eight-drivered locomotives were capable of running trains of over 20 cars in normal service, which is already over what an individual ‘section’ of a name train would be. A properly-designed articulated would be capable of working heavier grades unassisted, or a given ‘ruling’ grade at higher speed, but at the cost of higher capital cost, complexity, and fuel consumption at all other times; the relatively lower effective maximum speed of the hinged engines imposes an upper limit (although perhaps not always a meaningful one) on the end-to-end trip time for a train – which is usually the important criterion. In some cases – I believe UP is an example – the ability to work a couple of intervening steep grades without helpers or helper-related stops and delays was ‘worth’ the added expense of using fast 12-coupled 4-cylinder power in lieu of 4-8-4s.
To my knowledge, C&
…My error on TI and even Q class not quailfying as articulateds…and now thinking back and wondering how they negotiated around curves with a rigid frame…Don’t see how they could have eliminated flanges [on some of the wheels], on the drive design of say the T1’s…
I think the C & O used the H-4,H-5,H6 class(2-6-6-2) a few times.
And I’m 99% sure they didn’t use the Alleghenies(H-8 2-6-6-6)[:)]
SPs cab forwards were common in helper service on passenger trains in the Tehachapis and over Donner Pass.UP commonly used Challengers (4-6-6-4s) on passenger trains.Near the end of steam,SP ran a fantrip behind a cab forward over Donner Pass.
Mark, thank you;
You do know that engineers were forbidden to make black smoke through
White Sulpher Springs.
At least to the best of my knoweledge,C&O didn’t use the H-7’s (2-8-8-2’s)for passenger
service;They did pull some freights,but the best recollection,is helper service
at Limeville,and hump service at Russell.[:)]
And remember C&O sold UP about 25 of those critters.[:)]
I believe that they did have blind drivers.[:)]
Walt, Mark, anyone, what sort of passengers cars would have been used behinf the C&O 2-6-6-2s/
Walt, when you say, H4, H5 and H6 classes - were they all 2-6-6-2s?
Dave
Kozzie, I’m writing for Walt.
He says, "yes, all the H series up to H-6 were 2-6-6-2s. All the H series were articu-
lated. H-1 thru H-6s were 2-6-6-2s; H7s were 2-8-8-2s and H8 (the Allegheny) was
2-6-6-6.
It’s hard to remember the passenger cars, cause it’s been so long, but some of
them were good old standard passenger cars (heavy weights) and some were the Budd passenger cars (lightweights).
cars.[:)]
Paula - thanks for the info [:)][;)]
drephpe must be away or on holidays, as he would have “smelled a rat” by now…[;)][:)] heh heh… I must admit, I do have a Spectrum HO 2-6-6-2 on lay-by (modeller’s life line [:0] ) and I was hoping that I was able to do more than run freight cars behind it.
Mark said earlier that he had a David Plowden photo of a C&O 2-6-6-2 preparing to depart White Sulphur Springs on a local passenger train.
What would have been the terminals for that service?
Dave
What would have been either Huntington or Clifton Forge, Kozzie.
But more than likely, I think it would have been Clifton Forge.[:)]
…Would the White Sulphur Springs stop be the small depot adjacent to the great Greenbrier Hotel…If so I had a chance to stop there back 10 years or so ago and look around. A nice little depot at a fabulus resort. Believe I was passing near by on I-64.
Walt - thanks for that. Calling on your patience, but Clifton Forge for one terminus. What as the other one?
Dave
Dave…Did you have a chance to look at the Johnstown Incline Plane web site, and if so…what do you think…
Quentin - Thanks for the web stie info - I googled with Johnstown Incline Plane and I did get to that site. What a fantastic view from the lookout! Like being in a plane!
Does that degree of incline even beat the European cog railways such as those in Switzerland?
Dave
p.s. has anyone heard from drephpe lately? I miss his dry witty comments…