Re: C&S Operating Practices

Posted by Mike Trent on Feb 01, 2015; 10:36pm
URL: http://c-sng-discussion-forum.254.s1.nabble.com/C-S-Operating-Practices-tp287p608.html

Keith, as locomotives evolved through the 1880's and 90's, they became larger and heavier. Steam pressure increased. and builders began to experiment with outside frames on narrow gauge locomotives.

Longer rods to the third instead of second drivers were used because it was discovered that the reduced angle to the main axle caused more efficiency and strength. Anything that improved performance was desirable. There was much competition between various builders at the time for this growing industry.

Consider the locomotives that became the B-4-F Class. After the C&N placed their order with Brooks, and the first had been built with the trademark Brooks canted steam chest and slide valves, the second two were fitted with piston valves, so this caught the three engines during construction. The UPD&G ordered new 2-8-0's that became the B-4-E class, #71-#73. Those engines had their driving axles in the third position.

All of the older engines used on the South Park had the drivers in the second position and were less efficient and somewhat smaller. But they were essentially always how they were built over the course of their lives.

The length of the rods and the additional weight of them would not have exceeded the increased weight of the stronger frames that were used to support and drive larger locomotives.

As to the Moguls that were rebuilt, well that's a different story. It is laughable that the C&S continued to regard the rebuilt #12, #13, #21, and #22 as Cooke and Brooks engines. There was nothing left of the Brooks engines they once were. They were all rebuilt by the UP in 1894 and were virtually identical to each other afterward. Same sort of thing for the rebuilt Cooke Moguls rebuilt by the C&S, the B-3-C's. The huge boilers increased their tractive effort considerably. The boiler diameter of a B-3-C is almost as large as the B-4-F Class. When you get your #8, you'll be amazed how they compare in thickness to the B-4-F's. I am also working on acquiring a #8, by the way. I have #6, but #7 can't quite be expected to toe the line on regular passenger service any more.