Light at the End of the Tunnel: A TL of the American Railroad
- Thread starter Duke Andrew of Dank
- Start date
no ideas for Lima Standards, but what about pre-WW2 Seatrain ships....what if there was a program to build more of them and some standardization with the UK?
Too late, I'm afraid. We're in the middle of wartime right now.
The Red Star Dims
No one quite knows what happened. The facts as we know them declare that on March 1, 1945, Joseph Stalin watched a movie surrounded by his closest political allies before enjoying a feast at his country estate just outside of Moscow. He then retired to his room, asking his guards to leave him in peace.
But as morning came, Stalin remained in bed. Under strict orders to never enter his bedroom unless given permission from the dictator himself, guards were unwilling to investigate. A light flickered on at 6.30pm on March 2, relieving the gathered crowd, but still there was no movement. At 10pm, a guard was finally ordered to enter the room, where he discovered Stalin sprawled on the floor.
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Iron Joe goes to rust.
Despite their discovery, few were willing to check whether he was still alive. Acting general secretary Nikita Khrushchev suspected he could have been passed out from drink, having declared him to have been heavily inebriated at the previous night’s party. While others feared what would happen if doing so somehow pissed Stalin off. It took over seven hours for the assembled group to call for medical attention, which itself was delayed in part due to potential conspiracy.
However, some have suggested that Stalin’s associates intentionally delayed help in the hopes that he would die, and therefore give way to a successor.
Others have suggested they were so terrified of possible retribution, that a healthy Stalin would be angered that somebody else took charge, that they spent hours endlessly weighing up what to do.
Whatever happened overnight, a medical report was finally filed the next morning, one that claimed Stalin took ill shortly before a doctor arrived. Diagnosed as suffering from a burst blood vessel in the brain, he died three days later. Modern physicians have suggested that the same sort of cerebral hemorrhage that killed Stalin could have been caused by regular doses of warfarin, a drug then most often used as rat poison. To further the theory that Stalin could have been poisoned, Khrushchev wrote in his 1970 memoirs that two months after Stalin’s death, security chief Lavrentiy Beria confessed to poisoning him. This, unsurprisingly, has never been proven. Then there's the theory that Khrushchev himself was involved somehow, but the less said about all that the better.
A triumphant Soviet soldier raises his flag over the Reichstag.
At the end of the day however, that was not the major turning point Hitler hoped for. Instead the Red Army, upon learning what had happened, push further west to Berlin. Determined to finish what "Iron Joe" began when they first began to push back against Operation Barbarossa. Nazi Germany had fallen by May that year. Ending the European theater of the Second World War.
But as morning came, Stalin remained in bed. Under strict orders to never enter his bedroom unless given permission from the dictator himself, guards were unwilling to investigate. A light flickered on at 6.30pm on March 2, relieving the gathered crowd, but still there was no movement. At 10pm, a guard was finally ordered to enter the room, where he discovered Stalin sprawled on the floor.
Iron Joe goes to rust.
Despite their discovery, few were willing to check whether he was still alive. Acting general secretary Nikita Khrushchev suspected he could have been passed out from drink, having declared him to have been heavily inebriated at the previous night’s party. While others feared what would happen if doing so somehow pissed Stalin off. It took over seven hours for the assembled group to call for medical attention, which itself was delayed in part due to potential conspiracy.
However, some have suggested that Stalin’s associates intentionally delayed help in the hopes that he would die, and therefore give way to a successor.
Others have suggested they were so terrified of possible retribution, that a healthy Stalin would be angered that somebody else took charge, that they spent hours endlessly weighing up what to do.
Whatever happened overnight, a medical report was finally filed the next morning, one that claimed Stalin took ill shortly before a doctor arrived. Diagnosed as suffering from a burst blood vessel in the brain, he died three days later. Modern physicians have suggested that the same sort of cerebral hemorrhage that killed Stalin could have been caused by regular doses of warfarin, a drug then most often used as rat poison. To further the theory that Stalin could have been poisoned, Khrushchev wrote in his 1970 memoirs that two months after Stalin’s death, security chief Lavrentiy Beria confessed to poisoning him. This, unsurprisingly, has never been proven. Then there's the theory that Khrushchev himself was involved somehow, but the less said about all that the better.
A triumphant Soviet soldier raises his flag over the Reichstag.
At the end of the day however, that was not the major turning point Hitler hoped for. Instead the Red Army, upon learning what had happened, push further west to Berlin. Determined to finish what "Iron Joe" began when they first began to push back against Operation Barbarossa. Nazi Germany had fallen by May that year. Ending the European theater of the Second World War.
Railroads During the War
World War II would prove to be the zenith of American rail transportation in the pre-Amtrak era. More people and materials than ever before had to travel, and nearly everything moved by rail. Demand increased spectacularly. In 1940, steam railroads handled 378,343 million ton-miles: about 62 percent of all freight. This nearly doubled by 1944 to 745,829 ton-miles, representing 70 percent of all freight transported in the United States. Passenger miles increased at an even greater rate during the same period, from 23,816 million passenger miles to 95,663 million passenger miles. In 1944, the peak war year, more than 75 percent of all commercial passengers traveled by rail, as did an astonishing 97 percent of military passengers.
World War II actually delayed the conversion to diesel locomotives. Steam locomotive builders recognized that the existing technology had been almost fully developed by the late 1930s, and they were willing to concede the superior characteristics of diesel-electric locomotives. Most believed that the conversion from steam to diesel was inevitable, but would occur over an extended period of time as steam locomotives came to the end of their economic lives and were replaced. It was suggested that some roads would never buy diesels because of their commitment to coal, and that smaller lines would be years in converting because of the availability of low-cost second-hand steam locomotives. The conversion would be gradual and orderly, permitting the manufacturers to invest in new production facilities. The principal builders -- Baldwin, Alco, Lima -- expected to compete against one another for locomotive orders long into the future.
The Pennsylvania T1 Duplex was built after the war but was designed during it. The PRR planned to use these engines as the successors to the R3 4-8-4s, though their overpowered nature meant this did not completely happen. Today, at least three are preserved with #5520 in excursion service as part of Pennsy's vast preserved collection.
Indeed, in the case of railroads serving to coal areas of Pennsylvania and the Virginias, this was indeed the case. To the bitter end, the Pennsylvania Railroad fought tooth and nail to make their steam engines the best in the world even with the wartime regulations. Such attempts of theirs were developing a direct-drive steam turbine locomotive, two different four-cylinder locomotives, and the shark-nosed T-1 4-4-4-4s which were meant to supplement the Keystone 4-8-4's on fast passenger trains. That said, a bulk of these improvements were made by having several innovations of Andre Chapelon fitted onto their most important engines by Lima. With the biggest example being the R3 having most of its remembers re-fitted with the cleaner Kylchap Exhaust System. However, the Chesapeake & Ohio Railroad was really the one to understand how to keep steam relevant, and invested in attempting further SuperPower creations of Lima. Including their plans for a 4-8-6 engine after the war. Meanwhile, the New York Central prepared plans for their own ALCO-built 4-8-4s using various Chapelon Techniques, as well as plans for a slew of new engines that would at least be considered.
Union Pacific Big Boy #4014 was among the 1944 order of its class. Today, it is the only one still in operation; being part of the UP's Iconic Excursion Fleet
Out west on the other hand, reality was quite different. Aside from the northernmost areas of that part, most railroad did not have direct access to water for the steam engines. So they were more than happy to get their hands on some diesel engines. Wartime production restrictions limited the numbers and types of diesel locomotives that could be produced, so even though they wanted diesels, the railroads had to put up with more steam locomotives. More than 4,000 locomotives were built for domestic use during the war. The most memorable year was 1944, distinguished by production of the last and best examples of several remarkable steam locomotive designs, including the Union Pacific's last Big Boys and Challengers, Santa Fe's 2900 Series Northerns, Baltimore & Ohio's EM-1 Yellowstones, and Southern Pacific's cab-forwards. However, Union Pacific would run go on to buy more 4-8-4 steamer before steam went away altogether...
World War II actually delayed the conversion to diesel locomotives. Steam locomotive builders recognized that the existing technology had been almost fully developed by the late 1930s, and they were willing to concede the superior characteristics of diesel-electric locomotives. Most believed that the conversion from steam to diesel was inevitable, but would occur over an extended period of time as steam locomotives came to the end of their economic lives and were replaced. It was suggested that some roads would never buy diesels because of their commitment to coal, and that smaller lines would be years in converting because of the availability of low-cost second-hand steam locomotives. The conversion would be gradual and orderly, permitting the manufacturers to invest in new production facilities. The principal builders -- Baldwin, Alco, Lima -- expected to compete against one another for locomotive orders long into the future.
The Pennsylvania T1 Duplex was built after the war but was designed during it. The PRR planned to use these engines as the successors to the R3 4-8-4s, though their overpowered nature meant this did not completely happen. Today, at least three are preserved with #5520 in excursion service as part of Pennsy's vast preserved collection.
Indeed, in the case of railroads serving to coal areas of Pennsylvania and the Virginias, this was indeed the case. To the bitter end, the Pennsylvania Railroad fought tooth and nail to make their steam engines the best in the world even with the wartime regulations. Such attempts of theirs were developing a direct-drive steam turbine locomotive, two different four-cylinder locomotives, and the shark-nosed T-1 4-4-4-4s which were meant to supplement the Keystone 4-8-4's on fast passenger trains. That said, a bulk of these improvements were made by having several innovations of Andre Chapelon fitted onto their most important engines by Lima. With the biggest example being the R3 having most of its remembers re-fitted with the cleaner Kylchap Exhaust System. However, the Chesapeake & Ohio Railroad was really the one to understand how to keep steam relevant, and invested in attempting further SuperPower creations of Lima. Including their plans for a 4-8-6 engine after the war. Meanwhile, the New York Central prepared plans for their own ALCO-built 4-8-4s using various Chapelon Techniques, as well as plans for a slew of new engines that would at least be considered.
Union Pacific Big Boy #4014 was among the 1944 order of its class. Today, it is the only one still in operation; being part of the UP's Iconic Excursion Fleet
Out west on the other hand, reality was quite different. Aside from the northernmost areas of that part, most railroad did not have direct access to water for the steam engines. So they were more than happy to get their hands on some diesel engines. Wartime production restrictions limited the numbers and types of diesel locomotives that could be produced, so even though they wanted diesels, the railroads had to put up with more steam locomotives. More than 4,000 locomotives were built for domestic use during the war. The most memorable year was 1944, distinguished by production of the last and best examples of several remarkable steam locomotive designs, including the Union Pacific's last Big Boys and Challengers, Santa Fe's 2900 Series Northerns, Baltimore & Ohio's EM-1 Yellowstones, and Southern Pacific's cab-forwards. However, Union Pacific would run go on to buy more 4-8-4 steamer before steam went away altogether...
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The Lima Sandards: Part 2
Early on during the war, Lima realized the railroads would need to focus mainly on fast freight and mixed services. Which meant that accordingly, the motive power would have be mainly in the form of fast eight-coupled engines or powerful ten-coupled ones; much like their first designs were. However, not even that was enough to see more built. As in the closing days of the war and after, most railroads were looking to electrification or at least diesels as their future. Whereas the railroads that still supported much preferred to have their own ideas built. It would not be until after the war that another attempt at true Standards was made.
MK-F2 Class 2-8-2s
New Haven #3025 is one of the few MK-F2s that survived into preservation. Not to mention the only New Haven Steam Survivor in service today.
Unlike most of the Lima Standards, the MK-F2 was not based on a domestic design. Rather, it was designed from a group of 2-8-2s that ALCO had built in the 1920s for use in Korea. But that did not stop many railroads from liking the design since it could be used perfectly for local, short mainline, and switching services with some even pulling passengers. For this reason they were especially ideal in the shorter lines of the NorthEast. The New Haven in particular favored them and classified their examples as the J-3 class, with several more going to subsidiary NYO&W. The MK-F2s were also unique among American steamers at the time for their drivers and tender design. That said, the same design was also used by the Susquehanna when they ordered several more of their own. The Western Maryland also bought several after liking the original MK-Fs for use to help the H Series 2-8-0s on coal trains, naming this class the N-2 series. Th. These engines also became the inspiration for the China Railway's SY Class Mikados introduced in 1960.
MT-D Class 4-8-2
Western Pacific #172 was used on traffic across northern Nevada. Today, it's displayed with GS-64 4-8-4 #845 in the Western Pacific Railroad Museum.
Ironically, the 4-8-2 member of the Lima Standards was not based on the USRA design. Rather, Lima based theirs off the Florida East Coast 400 Series. Only a handful of railroads owned these, but those who did prided them immensely. Of particular note were the examples operated by the Western Railway of Alabama. As these ones replaced the 4-6-2s on the Atlanta - Montgomery section of the Southern Crescent. The Cotton Belt also used these engines as their primary passenger power from St. Louis to Texas. However, these engines were nowhere near what most railroads really wanted, and few were built. That said, some did find new life in later years as popular excursion engines and fast passenger in other cases. Though only two survive in the present day, and both are on display in museums, albeit with plans to restore one; Western Pacific #172; for excursion service.
SF-F Class 2-10-2
Iowa Interstate #6988 was among the SF-Fs that were initially planned for China. But cancelled due to the Civil War there. Here it is in 2012 at Chicago after hauling a fan trip over the Southern Pacific's ex-Rock Island Omaha Division.
Sadly, Lima soon found that railroads preferred their own way with getting new steam engines. That is if they even were willing to stick with steamers. The only railroad that enthusiastically supported steam were in the coal fields. Even then, the Pennsylvania preferred to go their own way with both their own designs and those of subsidiary Norfolk & Western. However, Lima would strike lucky with one last member of the Lima Standards; that being their completely new SF-F. This was a powerful freight machine, meant for use on any kind of freight train necessary. Eventually, Illinois Central tried their hand at these engines, and eventually found them to be perfect coal train engines, ordering them as the 5900 Class. The Louisville & Nashville and Western Railroad of Alabama also ordered them as freight engines. These engines would eventually find new use however when like the MK-F2s, they were used as the basis for iconic Chinese steamers. They also would be fused with the NYC L3 Mohawks a few months after to create that road's Z-2a class. Whereas back in China, British engineer David Wardale modified many in the 1980s to create a steamer that would help reignite steam traction in the coal rich portions of the western world.
MK-F2 Class 2-8-2s
New Haven #3025 is one of the few MK-F2s that survived into preservation. Not to mention the only New Haven Steam Survivor in service today.
Unlike most of the Lima Standards, the MK-F2 was not based on a domestic design. Rather, it was designed from a group of 2-8-2s that ALCO had built in the 1920s for use in Korea. But that did not stop many railroads from liking the design since it could be used perfectly for local, short mainline, and switching services with some even pulling passengers. For this reason they were especially ideal in the shorter lines of the NorthEast. The New Haven in particular favored them and classified their examples as the J-3 class, with several more going to subsidiary NYO&W. The MK-F2s were also unique among American steamers at the time for their drivers and tender design. That said, the same design was also used by the Susquehanna when they ordered several more of their own. The Western Maryland also bought several after liking the original MK-Fs for use to help the H Series 2-8-0s on coal trains, naming this class the N-2 series. Th. These engines also became the inspiration for the China Railway's SY Class Mikados introduced in 1960.
MT-D Class 4-8-2
Western Pacific #172 was used on traffic across northern Nevada. Today, it's displayed with GS-64 4-8-4 #845 in the Western Pacific Railroad Museum.
Ironically, the 4-8-2 member of the Lima Standards was not based on the USRA design. Rather, Lima based theirs off the Florida East Coast 400 Series. Only a handful of railroads owned these, but those who did prided them immensely. Of particular note were the examples operated by the Western Railway of Alabama. As these ones replaced the 4-6-2s on the Atlanta - Montgomery section of the Southern Crescent. The Cotton Belt also used these engines as their primary passenger power from St. Louis to Texas. However, these engines were nowhere near what most railroads really wanted, and few were built. That said, some did find new life in later years as popular excursion engines and fast passenger in other cases. Though only two survive in the present day, and both are on display in museums, albeit with plans to restore one; Western Pacific #172; for excursion service.
SF-F Class 2-10-2
Iowa Interstate #6988 was among the SF-Fs that were initially planned for China. But cancelled due to the Civil War there. Here it is in 2012 at Chicago after hauling a fan trip over the Southern Pacific's ex-Rock Island Omaha Division.
Sadly, Lima soon found that railroads preferred their own way with getting new steam engines. That is if they even were willing to stick with steamers. The only railroad that enthusiastically supported steam were in the coal fields. Even then, the Pennsylvania preferred to go their own way with both their own designs and those of subsidiary Norfolk & Western. However, Lima would strike lucky with one last member of the Lima Standards; that being their completely new SF-F. This was a powerful freight machine, meant for use on any kind of freight train necessary. Eventually, Illinois Central tried their hand at these engines, and eventually found them to be perfect coal train engines, ordering them as the 5900 Class. The Louisville & Nashville and Western Railroad of Alabama also ordered them as freight engines. These engines would eventually find new use however when like the MK-F2s, they were used as the basis for iconic Chinese steamers. They also would be fused with the NYC L3 Mohawks a few months after to create that road's Z-2a class. Whereas back in China, British engineer David Wardale modified many in the 1980s to create a steamer that would help reignite steam traction in the coal rich portions of the western world.
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Not just yet. The war hasn't even completely ended yet.Now comes the hardest part of a rail TL: the years of decline. Hard to write well when you like railways
Even so, things won't be as bad as OTL. But I won't go in to too much so there are more surprises.
The Lima Standards I'm guessing share certain components? The three designs you have there are all freight engines so it would make sense where possible to share things, particularly components that can be easily standardized (feedwater heaters, stokers, leading and trailing trucks, brake equipment, et cetera).
Yes. That said, most of them are not the ones seen to the naked eye. Like the exhaust system, brakes, and stokers.
@TheMann
In hindsight I should have started this after the war.
Ah well, I'll just add more then when Porta comes in.
In hindsight I should have started this after the war.
Ah well, I'll just add more then when Porta comes in.
RETCON: I have renamed the Lima Standards "Lima War babes"
The "Standards" title will now be for engines after the war.
The "Standards" title will now be for engines after the war.
V-J
One September 2, 1945. Japan surrendered; concluding the Second World War.
Japanese officials sign the official surrender document aboard the USS Missouri in Tokyo Bay.
Alas, this was where the railroads would begin to loose footing for a few years before eventually rising back.
Japanese officials sign the official surrender document aboard the USS Missouri in Tokyo Bay.
Alas, this was where the railroads would begin to loose footing for a few years before eventually rising back.
Locomotives: The C&O J-4 4-8-6 "Ohio" Type and T-2 4-10-6 "Super Texas" Type
After the Second World War, Lima decided to try and do another few engines after the Lima Standards were not as widely accepted. Their attempts at getting steam marketed did not work as much in the east. Mostly because the Pennsylvania Railroad was already faithful in its crews in Altoona and the Norfolk & Western in Roanoke, VA. Whereas the New York Central was already planning to standardize the fleet so that the only steam engines would be their Niagara 4-8-4s.
However, Lima did also finds itself able to have some proper work across the pond in war-ravaged Europe. For it was in Lima's works where Andre Chapelon's SNCF Standarized fleet of 4-6-0s, 4-6-4s, 2-8-4s, 4-8-4s, and 2-10-4s were first built while France itself rebuilt. It's no coincidence that those engines and Lima's designs for the Chesapeake & Ohio have so much in common regarding shared characteristics and the like. However, the Chesapeake & Ohio was still a ready listener to Lima’s ideas, requesting several engines that could possibly advance their steam engine fleet. Though they did first request the J-3s Greenbriers being built first to supplement the pre-existing J3s. Lima bought back some pre-war proposals for a 4-8-6 and 4-10-6; but then it added some of the Chapelon upgrades like the Kylchap Exhaust System.
As Chapelon was busy in his native France with the SNCF designs, and Argentine Livio Dante Porta was still down in Buenos Aires, Lima was largely left to its own devices. But Lima's own plans would prove that the C&O was not making a mistake by supporting Lima at the time. Something which would be proven to the other railroads when Lima later made another attempt at standardized steam designs.
C&O J-4 Class 4-8-6 "Ohio" Type
Before actually building the J-4, Lima used photo manipulation techniques to get a general idea of what the type would look like. Hence the lack of Double Belpaire fireboxes. Today, both #619 and #621 survive. With the former on display with T-2 #3041 in Huntington, WV; while the latter is a popular mainline excursion steamer along side J-3a #614.
“The then recently launched Cincinnati - Washington DC Chessie streamliner, which was becoming a success due to marketing itself as an excellent way to see the best of West Virginia’s natural beauty. For the train, C&O had originally worked with Baldwin to crate the M1 Turbine locomotives. However, they were admittedly rather wary of the turbine so they ordered several engines and rebuilt several other to serve as alternatives if the M1 turbines prove not to live up to Baldwin's and Westinghouse's promises.”
- Excerpt from a documentary on C&O Steam as it ended in the 1960s
"The J-4 was based on the J-3a Lima had built concurrently. But it had a firebox the size of an Alleghany 2-6-6-6 for more power, with the 6-wheel trailer truck. Also fitted was boiler similar in size to the original J-3s, whose boiler were essentially the same as on the T1 2-10-4s. Also based on the T1 was the larger tender than the J-3 or J-3a used. Lastly, the entire thing was topped of with use of roller bearings and Franklin Rottary Cam Poppet Valves like those on the L series Hudsons. The end result was the ultimate in Lima knowledge and design: a T-1 boiler with an Double Belpaire firebox about the size of an Alleghany's, sitting on a 74" drivered 4-8-6 chassis, pulling a T-1 size tender. The engine weighed about the same as the T-1, but taller, because of the higher drivers, about 17' 0". The locomotives were coined "Ohios" after the river the C&O runs adjacent to the railroad in Kentucky."
- SteamLocomotive.com on the Chesapeake & Ohio Railroad J-4 Class 4-8-6 "Ohios"
"As we now know, the turbines were not a success, but the Ohios were, even if not exceptionally better than the Greenbrier. Still, the Railway very quickly ordered three more J-4s later in 1948, with the total being numbered 615-620. Also built was a version called the J-4a, with streamlined shrouds very like those on the L-1 Hudsons and numbered 621-624. These engines, the J-4a's in particular, are the ones that made The Chessie, the C&O's new Chicago-Washington DC streamliner, the huge success that it eventually became."
- Introduction to the J-4 on the Trains Magazine Article "Late Steam's Finest Hours"
T-2 Class 4-10-6 "Super Texas"
Much like the J-4 concept above. Lima use photo techniques to show the proposed T2's initial design. The main changes in the final product were the double belpaire firebox, squared off cab, and different numbers.
"In recent times, the C&O T1 Texas types were getting worn out at a tremendous rate, mainly in the frames. They were not cast as one piece but were assembled and after many years of hard work they were significantly having issues. But the C&O still had need of something like them. So, the railroad went to Lima while the J-4 Ohio type 4-8-6 engines were still being built. Asking them for a locomotive that could take over the majority of duties from the T1. Lima's response was to create a version with longer boiler to accommodate a bigger combustion chamber and obviously a bigger firebox. To accommodate for the size, several elements of the J-4 series were taken into consideration while building the T2."
- From Top 15 10-Coupled Steamers by Youtuber Christopher Kovacs
"The first member of the T2 type was number 3040, which rolled out of Lima on June 23, 1947. Another 30 engines of the type would come out for freight service in the Ohio area, with the final one being 3069 which rolled out in August 1949. The improved nature of the T2 allowed the C&O to relegate many T1s to less tasking operations before eventually being sold for scrap or preservation. One advance that the T2 class had was a new more powerful booster engine driving two wheel sets on the trailing truck. Like all boosters it is only of use at low speeds but proved to be very useful in getting a train up and over the Ohio River Bridge thus allowing the T2s to to take a north bound train without the need for a pusher. In addition, the numerous advantages the Super Texas type allowed the C&O to relegate the T1 2-10-4s to significantly less laborious lines. Such as on the former Pere Marquette in Michigan."
- SteamLocomotive.com on the Chesapeake & Ohio Railroad T-2 4-10-6 "Super Texas"
OOC: IOTL, the pictures are by the sadly deflunct Karen Parker
However, Lima did also finds itself able to have some proper work across the pond in war-ravaged Europe. For it was in Lima's works where Andre Chapelon's SNCF Standarized fleet of 4-6-0s, 4-6-4s, 2-8-4s, 4-8-4s, and 2-10-4s were first built while France itself rebuilt. It's no coincidence that those engines and Lima's designs for the Chesapeake & Ohio have so much in common regarding shared characteristics and the like. However, the Chesapeake & Ohio was still a ready listener to Lima’s ideas, requesting several engines that could possibly advance their steam engine fleet. Though they did first request the J-3s Greenbriers being built first to supplement the pre-existing J3s. Lima bought back some pre-war proposals for a 4-8-6 and 4-10-6; but then it added some of the Chapelon upgrades like the Kylchap Exhaust System.
As Chapelon was busy in his native France with the SNCF designs, and Argentine Livio Dante Porta was still down in Buenos Aires, Lima was largely left to its own devices. But Lima's own plans would prove that the C&O was not making a mistake by supporting Lima at the time. Something which would be proven to the other railroads when Lima later made another attempt at standardized steam designs.
C&O J-4 Class 4-8-6 "Ohio" Type
Before actually building the J-4, Lima used photo manipulation techniques to get a general idea of what the type would look like. Hence the lack of Double Belpaire fireboxes. Today, both #619 and #621 survive. With the former on display with T-2 #3041 in Huntington, WV; while the latter is a popular mainline excursion steamer along side J-3a #614.
“The then recently launched Cincinnati - Washington DC Chessie streamliner, which was becoming a success due to marketing itself as an excellent way to see the best of West Virginia’s natural beauty. For the train, C&O had originally worked with Baldwin to crate the M1 Turbine locomotives. However, they were admittedly rather wary of the turbine so they ordered several engines and rebuilt several other to serve as alternatives if the M1 turbines prove not to live up to Baldwin's and Westinghouse's promises.”
- Excerpt from a documentary on C&O Steam as it ended in the 1960s
"The J-4 was based on the J-3a Lima had built concurrently. But it had a firebox the size of an Alleghany 2-6-6-6 for more power, with the 6-wheel trailer truck. Also fitted was boiler similar in size to the original J-3s, whose boiler were essentially the same as on the T1 2-10-4s. Also based on the T1 was the larger tender than the J-3 or J-3a used. Lastly, the entire thing was topped of with use of roller bearings and Franklin Rottary Cam Poppet Valves like those on the L series Hudsons. The end result was the ultimate in Lima knowledge and design: a T-1 boiler with an Double Belpaire firebox about the size of an Alleghany's, sitting on a 74" drivered 4-8-6 chassis, pulling a T-1 size tender. The engine weighed about the same as the T-1, but taller, because of the higher drivers, about 17' 0". The locomotives were coined "Ohios" after the river the C&O runs adjacent to the railroad in Kentucky."
- SteamLocomotive.com on the Chesapeake & Ohio Railroad J-4 Class 4-8-6 "Ohios"
"As we now know, the turbines were not a success, but the Ohios were, even if not exceptionally better than the Greenbrier. Still, the Railway very quickly ordered three more J-4s later in 1948, with the total being numbered 615-620. Also built was a version called the J-4a, with streamlined shrouds very like those on the L-1 Hudsons and numbered 621-624. These engines, the J-4a's in particular, are the ones that made The Chessie, the C&O's new Chicago-Washington DC streamliner, the huge success that it eventually became."
- Introduction to the J-4 on the Trains Magazine Article "Late Steam's Finest Hours"
T-2 Class 4-10-6 "Super Texas"
Much like the J-4 concept above. Lima use photo techniques to show the proposed T2's initial design. The main changes in the final product were the double belpaire firebox, squared off cab, and different numbers.
"In recent times, the C&O T1 Texas types were getting worn out at a tremendous rate, mainly in the frames. They were not cast as one piece but were assembled and after many years of hard work they were significantly having issues. But the C&O still had need of something like them. So, the railroad went to Lima while the J-4 Ohio type 4-8-6 engines were still being built. Asking them for a locomotive that could take over the majority of duties from the T1. Lima's response was to create a version with longer boiler to accommodate a bigger combustion chamber and obviously a bigger firebox. To accommodate for the size, several elements of the J-4 series were taken into consideration while building the T2."
- From Top 15 10-Coupled Steamers by Youtuber Christopher Kovacs
"The first member of the T2 type was number 3040, which rolled out of Lima on June 23, 1947. Another 30 engines of the type would come out for freight service in the Ohio area, with the final one being 3069 which rolled out in August 1949. The improved nature of the T2 allowed the C&O to relegate many T1s to less tasking operations before eventually being sold for scrap or preservation. One advance that the T2 class had was a new more powerful booster engine driving two wheel sets on the trailing truck. Like all boosters it is only of use at low speeds but proved to be very useful in getting a train up and over the Ohio River Bridge thus allowing the T2s to to take a north bound train without the need for a pusher. In addition, the numerous advantages the Super Texas type allowed the C&O to relegate the T1 2-10-4s to significantly less laborious lines. Such as on the former Pere Marquette in Michigan."
- SteamLocomotive.com on the Chesapeake & Ohio Railroad T-2 4-10-6 "Super Texas"
OOC: IOTL, the pictures are by the sadly deflunct Karen Parker
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Hunh! I'd never heard of booster engines before. Cool. Sounds like an excellent solution to the low speed, low torque problem.
A Glimpse of The Future
For the record, the set-up for the upgraded Pacific Electric south from Downtown LA and the Southern Pacific's San Diego Line would go on to inspire the later Steel Interstate.
This design was later used by numerous state-run passenger rail networks and freight railroads in the age of American HSR. Notably when Amtrak worked with Pennsylvania Railroad to create the NEC during the Reagan era, and likewise with the state of New York working with the New York Central.
Most passenger trains and fast freight trains would share at least two tracks. Whereas slower freight trains and regional passenger services use the third, isolated track. Though in cases with 4 tracks liek the Pennsylvania's main line through its namesake state, passenger trains use outer tracks while freights use the middle.
This design was later used by numerous state-run passenger rail networks and freight railroads in the age of American HSR. Notably when Amtrak worked with Pennsylvania Railroad to create the NEC during the Reagan era, and likewise with the state of New York working with the New York Central.
Most passenger trains and fast freight trains would share at least two tracks. Whereas slower freight trains and regional passenger services use the third, isolated track. Though in cases with 4 tracks liek the Pennsylvania's main line through its namesake state, passenger trains use outer tracks while freights use the middle.
Roanoke's Finest: All But the Last of the Great PRR/N&W Steamers
During the immediate post-war era, merger between the Pennsylvania and Norfolk & Western seemed imminent. Especially since the stakeholders in both roads began to call for more radical changes in the former company. To that end, Martin Clement began working more on numerous innovations in terms of customer service, improving the yards and right-of-ways, and more that came later under his appointees.
The PRR remained a proud operator of steamers for the time being, but saw that many of its locomotives were old. While it did have plenty of locomotives on hand, many had been built in the 1910s and early 20s. The railroad had two options: Rebuild the fleet and try to keep them going as long as possible, or retire the oldest ones and replace them with new engines that were capable of receiving modern upgrades from both Altoona and Roanoke. The PRR chose the latter and started reconstruction in 1947. With both Altoona and Roanoke under their belt, they moved ahead and started preliminary design drafts. Roanoke was assigned the task of taking the K4, L1 and H class designs and redesigning them with modern steam technology that the N&W had used on their engines. Roller bearings, self-lubricating systems, automatic stokers and better steaming capabilities all went into the models. But what was also added was the Kylchap Exhuast Systems created by Andre Chapelon and used by Lima engines. The end result was that in 1949, the first new K6 Pacific, L3 Mikado, and H11 Consolidation class locomotives were released from Roanoke. The L3 having been called such since the L2 had once been taken by a small amount of USRA Mikados which the Pennsy had gotten in 1919 for use on a subsidiary.
The K6 and L3s were basically identical to their K4 and L1 predecessors but were reclassed as such to identify that they were newer and modernized versions. However, they wee also different from their cousins in that they had 12-wheeled tenders which allowed for larger fuel and water capacities. The H11 on the other hand incorporated elements from several previous H classes as well as N&W’s practices and was a completely new engine all around. Meanwhile, many other classes such as the G5, K4 and L1 classes had members that were rebuilt with the modern equipments that were provided from Roanoke. Other and often smaller engines, like the last few H6sb Consolidations, were sold off to other companies. Many of those engines that were sold off rather than retained often found new leases on life over numerous shortline railroads. For example, several of the the L1 Mikados were sold off to the Kentucky and Tennessee Railway in Kentucky, the Trona Railway in California, and other shortlines where they served for several more years.
In most cases cases, the PRR preferred their locomotives over the N&W's. Using the K4/K6 Pacifics and E6 Atlantics for most local and commuter passenger trains, The H11 Consolidations and L3 Mikados for local freights, the R3 4-8-4 "Keystones" and T1 4-4-4-4 "Duplexes" in fast passenger service, and the M1s and J1s for mainline trains. But the N&W knew if it played its cards right, they could show the men at the PRR how good their engines actually were. In the event of merger, they would want to show the PRR their worthiness, and would send them samples of their A, J and Y6 classes. The J's would be used across the system, best showing off its skills on the Ft. Wayne Division by reaching 110-120 MPH. They were considered to be both on par and better than PRR's own R3 and T1 classes in various respects, but were still not considered the best locomotives for use over Horseshoe Curve.
A photograph shows the now famous J-Class 611 leading The Powhatan Arrow to St. Louis over the PRR's Panhandle line somewhere near Terre Hautte, Indiana. The extra water car suggests it was taken after 1947, as that was when the PRR ordered the N&W to build thousands of them for use on their steam engines as a way to reduce water needs. During the final days of steam on the Pennsylvania Empire, it was common to see N&W, RF&P, and PRR power mingle among all three roads.
The A and Y classes fared just as good, if not better. The A's were used all across the system as well, showing off their 4 cylinder abilities and putting the Q2 duplexes to shame in both power and service range. Both the A and Y6 classes gave an exceptional demonstration on Horseshoe Curve and over the Pennsylvania hills. With just one engine on the front and one on the rear, the Y6s were able to handle trains that would probably require at least three engines, if not two separate trains with two engines each, while still maintaining a decent rate of speed. The As handled trains that would normally require two M1s at the same speed. With this in mind, PRR management decided the best course of action would be to purchase copies of the A and Y class. These would become the FG1 and HH2 class respectively. Powerful machines built by the Roanoke Shops as a fusion of the A Class and numerous staples of PRR Steam. The N&W J class, while exceptional, remained only on the PRR Lines West and the N&W proper. Occasionally they would make runs up to Harrisburg and even Philadelphia if needed. But only 6 more, #614-619 were built by the N&W’s shops for use on fast passenger trains.
A Trainz model of the PRR FG-1. Which was designed from the N&W A Class to serve as a mixed traffic articulated. The engine shown here, #6647, is now on display on Horseshoe Curve near Altoona.
Regardless of one's feelings on the PRR/N&W Steamers, none could truly compare to what Lima worked on with Team Chapelon.
OOC: Special thanks to @Republic of Michigan for his notes on PRR Steam.
The PRR remained a proud operator of steamers for the time being, but saw that many of its locomotives were old. While it did have plenty of locomotives on hand, many had been built in the 1910s and early 20s. The railroad had two options: Rebuild the fleet and try to keep them going as long as possible, or retire the oldest ones and replace them with new engines that were capable of receiving modern upgrades from both Altoona and Roanoke. The PRR chose the latter and started reconstruction in 1947. With both Altoona and Roanoke under their belt, they moved ahead and started preliminary design drafts. Roanoke was assigned the task of taking the K4, L1 and H class designs and redesigning them with modern steam technology that the N&W had used on their engines. Roller bearings, self-lubricating systems, automatic stokers and better steaming capabilities all went into the models. But what was also added was the Kylchap Exhuast Systems created by Andre Chapelon and used by Lima engines. The end result was that in 1949, the first new K6 Pacific, L3 Mikado, and H11 Consolidation class locomotives were released from Roanoke. The L3 having been called such since the L2 had once been taken by a small amount of USRA Mikados which the Pennsy had gotten in 1919 for use on a subsidiary.
The K6 and L3s were basically identical to their K4 and L1 predecessors but were reclassed as such to identify that they were newer and modernized versions. However, they wee also different from their cousins in that they had 12-wheeled tenders which allowed for larger fuel and water capacities. The H11 on the other hand incorporated elements from several previous H classes as well as N&W’s practices and was a completely new engine all around. Meanwhile, many other classes such as the G5, K4 and L1 classes had members that were rebuilt with the modern equipments that were provided from Roanoke. Other and often smaller engines, like the last few H6sb Consolidations, were sold off to other companies. Many of those engines that were sold off rather than retained often found new leases on life over numerous shortline railroads. For example, several of the the L1 Mikados were sold off to the Kentucky and Tennessee Railway in Kentucky, the Trona Railway in California, and other shortlines where they served for several more years.
In most cases cases, the PRR preferred their locomotives over the N&W's. Using the K4/K6 Pacifics and E6 Atlantics for most local and commuter passenger trains, The H11 Consolidations and L3 Mikados for local freights, the R3 4-8-4 "Keystones" and T1 4-4-4-4 "Duplexes" in fast passenger service, and the M1s and J1s for mainline trains. But the N&W knew if it played its cards right, they could show the men at the PRR how good their engines actually were. In the event of merger, they would want to show the PRR their worthiness, and would send them samples of their A, J and Y6 classes. The J's would be used across the system, best showing off its skills on the Ft. Wayne Division by reaching 110-120 MPH. They were considered to be both on par and better than PRR's own R3 and T1 classes in various respects, but were still not considered the best locomotives for use over Horseshoe Curve.
A photograph shows the now famous J-Class 611 leading The Powhatan Arrow to St. Louis over the PRR's Panhandle line somewhere near Terre Hautte, Indiana. The extra water car suggests it was taken after 1947, as that was when the PRR ordered the N&W to build thousands of them for use on their steam engines as a way to reduce water needs. During the final days of steam on the Pennsylvania Empire, it was common to see N&W, RF&P, and PRR power mingle among all three roads.
The A and Y classes fared just as good, if not better. The A's were used all across the system as well, showing off their 4 cylinder abilities and putting the Q2 duplexes to shame in both power and service range. Both the A and Y6 classes gave an exceptional demonstration on Horseshoe Curve and over the Pennsylvania hills. With just one engine on the front and one on the rear, the Y6s were able to handle trains that would probably require at least three engines, if not two separate trains with two engines each, while still maintaining a decent rate of speed. The As handled trains that would normally require two M1s at the same speed. With this in mind, PRR management decided the best course of action would be to purchase copies of the A and Y class. These would become the FG1 and HH2 class respectively. Powerful machines built by the Roanoke Shops as a fusion of the A Class and numerous staples of PRR Steam. The N&W J class, while exceptional, remained only on the PRR Lines West and the N&W proper. Occasionally they would make runs up to Harrisburg and even Philadelphia if needed. But only 6 more, #614-619 were built by the N&W’s shops for use on fast passenger trains.
A Trainz model of the PRR FG-1. Which was designed from the N&W A Class to serve as a mixed traffic articulated. The engine shown here, #6647, is now on display on Horseshoe Curve near Altoona.
Regardless of one's feelings on the PRR/N&W Steamers, none could truly compare to what Lima worked on with Team Chapelon.
OOC: Special thanks to @Republic of Michigan for his notes on PRR Steam.
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Love seeing the Pennsylvania adopt the N&W A class. Is it a direct copy or a modification of the A class
A copy iwth changes like the cab, pilot design, firebox, and tender.