Two steam questions:
I saw a photo of an early articulated, I think the was 2-4-6-2. Why have a different # of drivers in each engine of the locomotive? Why not just build a 2-6-6-2, or a rigid ten-coupled?
I hear tell that UP has occasionally trotted out 3984 and 844 to pull normal freight trains… what’s the deal with that? When have they done it, how often, any photos, and will they do it again any time in the future?
Can’t answer your first question, but as far as the second-
Usually, when the 3985 or 844 hauls freight, it’s usually a break-in run after repairs or a rebuild. The UP needs to know whether the engines can handle excursion/inspection runs.
HTH[8D]
3985 in Omaha this weekend and 844 in shop for work. That’s if I got the gossip right!
Mook
PRR produced one each of a 4-4-6-4 and 4-6-4-4 locomotive designs. I don’t think they were articulated, though.
I would think that handling curves better would be one reason for articulation, and more power would be the simple rwason for four cylinders instead of two. Shorter drive rods would weigh less (probably more than offset by the extra cylinders and valvre gear).
They were rigid frame designs. This has always been a perplexing PRR problem - why they stuck with "older"designs for so long, and then started experimenting right b4 the demise of steam. There are lots of books etc out there abt this, but it’s still an interesting question.
work safe
The Union Pacifics magnificent Northern is in a great state of disrepair. Last time I saw her most of her internals were in a gondola. The boiler was just a shell. Everything has been removed. It was quite a sad sight. But have no fear, she will run again. She will poli***he rails and regain her crown as the only steamer never to be retired. The steam crew is making progress and she will emerge looking better than ever.
David
PRR produced 25 4-6-4-4’s, the Q2’s. All of their late designs, the S1, T1, Q1 & Q2 were all rigid-frame designs. The divided drive concept reduced the rotating weight of the rods which made counter-balancing a little bit easier and was hopefully easier on the track. Unfortunately, the T1’s were known to be slippery and chewed up a lot of track because of that.
B&O also had one divided-drive 4-4-4-4, which had the rear cylinders behind the drivers, which restricted the size of the firebox.
The reason the UP 844 is that she blew some boiler tubes while she was at Railfair 99 in Sacramento Ca. After further inspection , the steam crew found that she had defective tubes. The 3985 will be next because it has tubes from the same maker.
Yes this is true. There was a picture of this in the trains mag shortly after the accident.
Correct,the 3985 was in Omaha on sat 9/26 and will be back on sat 10/4.this time it will be at the Golden Spike Monument in Council Bluffs.This is according to the published schedule in the Omaha World-Herald.
Dave W.
Omaha,Nebr.