To recap, “The Tale of a Turbine” is a first hand account of the design, construction, implementation, and utlimately the failure of Norfolk & Western’s steam turbine-electric locomotive Class TE-1 No. 2300, the Jawn Henry, by Louis M. Newton.
After speed reading the first few chapters, some ideas come to mind:
Would an MU’ing technology been possible for that era? Since diesels of the 1950’s were MU capable, it would seem the technology existed to do the same for turbine-electrics. The 2300 was planned to be a 4500 hp riding on 4 three-axle trucks, in order to compete with N&W’s Y’s and the typical four unit diesels of the era. If N&W could have MU’d the 2300(s) rather than trying to put all the lugging muscle in a single engine as per reciprocating steam engines, they could have made smaller units using existing diesel frames and underbodies instead of the 111’ behemoth that was built. Smaller units with smaller less complex power plants, easier to maintain turbines, et al?
Wouldn’t it have made more sense to soften the feedwater at terminal sites prior to filling the tender, rather than trying to soften the water from the tender to the boiler on the fly so to speak? From what I’ve read so far, it was the problems with the feedwater pumps that were the most troublesome, and part of the complexity was the need for an untreated water bypass in case of main feedwater pump failure.
I’ll have more questions as I read further. Any additional input is welcome.
Sounds like the difference between building 1 DD40 vs. building 2 GP 's. but, it being a steam engine, wouldn’t you need an extra crewman in the extra engine?
I think it is part of a series, with this one being number 4, thus the “Volume 4” in the title.[}:)]
You were thinking the same thing I was, that the Milwaukee figured out how to MU electrics and diesels, and (courtesy espeefoamer) UP MU’d their gas turbines with diesels, so it isn’t too far off the mark to suggest N&W could have done the same with their steam turbine-electric. Of course, the whole point of the TE-1 was to stave off dieselization by marrying coal-consuming technology with electric traction.
Anyway, as I read further there may be more points to consider, but as of right now that lack of MU capability and the needless complexity of trying to treat semi-hard water in transit are the two things that jump out at me. Also, it seems the mentality of the time of the 2300’s development was to try and maximize as much horsepower as possible onto a single engine (aka superpower steam) rather than utilizing the sort of “plug and play” concept as was exhibited by the diesel era.
At the time of Jawn Henry’s construction, there was no way to build a boiler-turbine-generator combination that would develop enough horsepower to fit on a smaller “building block” type of unit. Jawn was the equivalent of something like two “SD30s” might have been. When Jawn was right, and he was right sometimes, his low-speed lugging power was fantastic.
As far as his on-board water-softening capabilities are concerned, that was done so his territory wouldn’t be restricted; to have erected water-softener facilities at every engine terminal on the system would have been very expensive. Jawn spent most of his time running between Roanoke and Bluefield (as you will read in Volume 4 of RR), but he did get to Cincinnati.
His problems were with his auxiliaries more than any flaw with the steam-turbine-electric idea. It is said that N&W would have bought 25 more of them, but the cost per horsepower was much more than the diesels of the era. It is further said that the manufacturer would have lowered the unit price for a higher volume of saies, but not for just 25 engines. If N&W could have interested other roads in buying some of them, the price might have been more palatable. But by that time, everybody was doing it with diesels and nobody was interested.
Rails Remembered is a 4-volume work by Louis M. Newton which is pretty much autobiographical. He began keeping a diary when he was in grade school, and probably still does. Volume 1 covers his childhood in Chattanooga and his travels, culminating when he goes overseas at the end of WWII. It’s a good look at Depression era railroading in the South. Volume 2 covers his service in Italy and his impressions of railroads in that area, and his college career at the University of Tennessee in Knoxville. Volume 3 covers the beginning of his career with the N&W, from his beginnings as a Special Apprentice in the Motive Power Department up until his embarking on the Jawn H
Okay, you got me. What is an ISBN number? The only identification # listed in the book is the Library of Congress Catalog Card Number 92-92856. Is that what you’re talking about?
I think the book is out of print, because I had to get several “we don’t have it/out of print” responses from several on-line book stores. Finally, I ordered the book through the Norfolk & Western Historical Society website and received it in three weeks. They also sent a copy of their periodical “The Arrow” and several catalogues with my order.
ISBN# is a reference number in the front of the book,near the copyright. It makes finding a book much easier. It stands for International something or other…Older books don’t have the number.