Re: If you get $3 Million, spend it on super-power ...
| August 08, 2009 10:15AM |
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Hello again, Mike -
Here's a close-up of #610's trailing truck, and some action shots taken a few days later - in mid-February, 1976. These have been posted previously, but the links were broken when Don had to move the NGDF to a new server. Note the taper at the rear of the truck, where it narrows down for the connection to the drawbar, and all the open space under the firebox. The frame ends behind the fifth pair of drivers, and the rear corners of the firebox are supported on big rockers that rest directly on the truck just behind the last axle, also clearly visible here. (This design resulted in excessive strain on the firebox and boiler when entering super-elevated curves or changing gradients - especially in later years when the track became a bit more uneven - and many of the #610's sisters were rebuilt with full-length frames and Commonwealth trailing trucks.) Thankfully, #610 retains her original mid- to late-twenties characteristics: *
- Russ
* See David Weitzman's INCREDIBLE book 'SUPERPOWER The Making of a Steam Locomotive' for the story of the first 2-8-4 - nearly identical to the T&P 2-10-4's except one pair of drivers - and about six feet - shorter. (There is a significant difference between the drawing on p. 43 and the one on page 101 - also used on the book's jacket - and a simplified verson on the end papers. David was chagrined when I asked him about it at Railfair '99.)
Edited 2 time(s). Last edit at 08/08/2009 10:26AM by Russo Loco.
Here's a close-up of #610's trailing truck, and some action shots taken a few days later - in mid-February, 1976. These have been posted previously, but the links were broken when Don had to move the NGDF to a new server. Note the taper at the rear of the truck, where it narrows down for the connection to the drawbar, and all the open space under the firebox. The frame ends behind the fifth pair of drivers, and the rear corners of the firebox are supported on big rockers that rest directly on the truck just behind the last axle, also clearly visible here. (This design resulted in excessive strain on the firebox and boiler when entering super-elevated curves or changing gradients - especially in later years when the track became a bit more uneven - and many of the #610's sisters were rebuilt with full-length frames and Commonwealth trailing trucks.) Thankfully, #610 retains her original mid- to late-twenties characteristics: *
- Russ
* See David Weitzman's INCREDIBLE book 'SUPERPOWER The Making of a Steam Locomotive' for the story of the first 2-8-4 - nearly identical to the T&P 2-10-4's except one pair of drivers - and about six feet - shorter. (There is a significant difference between the drawing on p. 43 and the one on page 101 - also used on the book's jacket - and a simplified verson on the end papers. David was chagrined when I asked him about it at Railfair '99.)
Edited 2 time(s). Last edit at 08/08/2009 10:26AM by Russo Loco.
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488 stops for water at Los Pinos tank on closing day Oct. 1979. Photo courtesy Don Richter
The NGDF was started by Don Richter and is currently operated in his memory by Nathan Holmes and others. Others who have contributed to the upkeep of this board are (in no particular order): Charles McCandless, Everett Lueck, Ted Wilton, Cole Adams, James Bane, John Moellmer, Jon Bentz, Linn Moedinger, lloyd lehrer, Rod Jensen, John Craft, Steven Forney, Herb Kelsey, Bill Ramaley, Russ Sperry (El Russo Loco), Josh McNeal, John West, Jim Armstrong, Bob Bergstrom, Greg Scholl, Blake Forbes Doug van Veelen and Mark Fuller.