A few of the SD40-2’s have been demoted to hump service with a slug attached to the nose, but they have not been renumbered, quite unlike CSX or UP.
I seem to remember that back in the eighties either N&W or Southern ordered some low-nose diesels…but continued to run them long-nose forward. Apparently their rationale was that the low hood in the rear allowed better visibility for switching and for keeping an eye back on the train.
Most of N&W’s SD40-2’s and all of the U30C’s, C30-7’s & C36-7’s were ordered with low short hoods. I suspect cost was the issue. With only them and Southern buying high short hoods, EMD viewed this as an extra cost option, with the emphasis on EXTRA. Oddly enough, although photos of the SD’s running long hood first are fairly common, I can’t recall ever seeing a photo of the GE’s running long hood first.
OH, but they did!!! And it was awful!!!
They are probably reason that the unions got short hood forward (for the most part) in their agreement.
The GE’s exhaust would roll back into the cabs making people sick. Being a 4 stroker the exhaust didn’t seem tocome out of the stack and get up high enough to get out of the vorticies from the car body. It wasn’t too bad if you were in #8, but use a low notch or go to DB or switch in the yard and the fumes would make youphysically sick to your stomach.
Lovely. The romance of railroading. Interestingly, I have seen numerous photos of the C39-8’s running long hood first, but never the dash7’s. Now we know why…
Keep in mind that single units will be on switchers at outlying points. When they go one way short hood they have to come back long hood as there are no wyes to turn them on.
Steam on turnaround jobs operatedthesame way.Usually they would be backward leaving the terminal so that they would be heading forward coming into the terminal.
are there any books published about n & w steam locos.
if so can they be got in the uk.
while on the subject of steam locos, did the n & w ever own the following types.
4-8-2.
2-10-0.
2-10-2.
2-10-4.
2-8-0.
2-8-2.
2-8-4.
sorry to keep pestering you guys.
rod.
Rod,
Do a search for N&W Giant of Steam by Lewis Jeffries. A new revised edition has just been released. Better yet, go to; www.nwhs.org
Then go to the Concession link. You should be able to find anything that is still in print. While you are there, why not join?
The N&W did not own any;
2-10-0
2-10-2
2-10-4
2-8-2
2-8-4
many thanks for the information jim.
i will get on it right away.
have a nice day.
rod.
Rod,
There are at least a couple of N&WHS members that live on your side of the pond.
thanks jim, i have just joined. cant wait to get my package from them.
i will have to look them up.
be nice to chat this side of the pond, as well as your own.
cheers jim.
rod.
i would like to thank you all, for the trouble you have taken, in helping me out.
i have reached 2200 in the steam series, must be the end of n& w steam numbering.
rod.
I’m not sure exactly what you mean but there was a #2300. Most people refer to it as “Jawn Henry”. It was a coal fired steam turbine/electric.
you know jim, the more you delve, the more you realise, just how ignorant you are.
( meaning myself ).
i have never heard of jawn henry. was she a success?
rod.
Jawn Henry (N&W 2300) was a steam-turbine electric which operated from about 1953 to 1957. It was equipped with a water-tube boiler and was schematically similar to a diesel-electric with a 4500 HP steam-turbine instead of a diesel engine. It was not considered a success, brought down by its complexities.
Rod,
If you are interested in Jawn Henry, you need to get the book “Rails Remembered Vol.4” by Louis Newton. The entire book is about it’s trials and tribulations.
“Rails Remembered Vol.3” concentrates on normal N&W steam locos.