KnowThyNiagarasFINAL

289

290

291

292

293

S-1 and S-2 Changes-Dates 6000 6001 6002 6003 6004 6005 6006 6007
S-1A S-1B S-1B S-1B S-1B S-1B S-1B S-1B
Locomotive Historical Record Card Information Feb-45 Oct-45 10/14/45 Oct-45 10/25/45 No Info 11/2/45 Nov-45
RRoad No. 3/10/45 73779 73781 73785
RR Class 71454 P or F $239,254.00 $184,724.00
Built/Received P or F $239,254.00 $239,254.00 $54,530.00 $239,254.00
Received $209,008.61 $239,254.00
Builders Number $54,530.00
Type of Service $263,538.61
Price-Engine
Price-Tender $264,747.11 18301 18303 18305 Trust of 8-15-45
Price Total Oct-45 2nd Equip Trust of 1945 Trust of 8-15-45 2nd Equip Trust 8-15-45 Trust 8-1-45? Trust of 8-15-45
14050
Price Adjustments
Price Adjustment Date Trust of 9/1/44
Trust Plate Number
Trust 9/1/54

Trust Expires NYC Owned NYC Owned NYC Owned NYC Owned T-3128 (Orig.) NYC Owned NYC Owned
Card Trust Notation-No Date T-3100 (Orig.) T-3103 (10/45) T-3117 (Orig.) T-3122 (11/45) T-3595 (11/45) T-3593 (Orig.)
Tender Plate Number T-3103
T-3323 (2/46) T-3127 T-3545 (3/50) T-3856 Lima (10/49) T-4105 Lima
Tender Plate Nos. (Replacements) and Date Orig. Tender or (12/48) Removed PT-4 T- PT-4 T-1036
plate applied 1/20/55 T-3545 (1/50) (No Date)
Tender Plate Nos. (Replacements) and Date T-3208 (PT-6) (5/52) 1075(6/47) T-3470 (10/51)
T-3112 (1/55)
Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

CHANGES: Nov-48 1/31/47 Oct-51 2/28/47 Jan-48 Nov-48 3/22/47
Electric Light under Loco Cab Nov-48 12/13/47 Nov-48 Nov-48 Nov-48
Aux. Air Reservoir to Precision Valve Gear Sep-52 Oct-51 Oct-51
Sealed Beam Headlight 8/30/48 Oct-51 12/13/47 6/16/1948 6/23/1948 7/24/48 Dec-52
Manual Blowdown Recorder installed 8/30/48 5/11/48 2/5/1953 6/23/1948 7/24/48 7/10/1948
Manual Blowdown Recorder removed 5/11/48 4/9/53 6/16/1948
Electro-Pneum Water Scoop Control Valve 2/5/1953 Beech Grove 7/10/1948
New 1st, 2nd, 3rd Boiler Shell Courses Beech Grove Beech Grove 3/31/47 12/22/1952
New 1st, 2nd, 3rd Boiler Shell Courses (2nd Application) 1/31/47 2/5/46 Beech Grove 4
New Firebox 4 Unclassif 2/28/47
New Firebox (2nd Application) 4 Beech Grove
New Front Flue Sheet Beech Grove Beech Grove 6/23/48
5//11/48 12/13/47 Beech Grove 2
SHOPPINGS: W. Albany; Roundhouse 2 2 6/16/48 Beech Grove Beech Grove
Location 10/1/45-10/23/45 2 Beech Grove 6/7/47 3/22/47
Date Test 45-1 Beech Grove Beech Grove 11/30/49 4 4
Class of Overhaul Beech Grove 12/16/49 10/24/49 Beech Grove 3
Location 10/31/47 3 3 3/21/50 Beech Grove Beech Grove
1947 Date 4 3 Beech Grove 7/24/48 7/10/48
Class of Overhaul Beech Grove Beech Grove Beech Grove 7/27/51 2 2
Location 8/30/48 9/13/51 2/28/50 Beech Grove 3
1948 Date 2 3 2//5/53 Beech Grove Beech Grove
Class of Overhaul Term Repairs 2 8/11/53 1/6/50 6/29/50
Location Beech Grove 5/1/48 3 3
1949 Date 7/28/50 7/7/53 Beech Grove 5/1/48 8/16/55
Class of Overhaul 3 6/21/51 8/11/53 Beech Grove Beech Grove
Location 8/16/55 3 10/24/50 12/22/52
1950 Date Beech Grove 8/16/55 3 2
Class of Overhaul 9/30/52 Beech Grove
Location 3 4/9/53 Beech Grove
1950 Date 2 11/9/51
Class of Overhaul Beech Grove Term Rprs
Location 12/24/53 8/11/53
1951 Date 3
Class of Overhaul 9/10/54
Location 1/11/55
1952 Date
Class of Overhaul 8/16/55
Location
1953 Date
Class of Overhaul

ASSIGNMENT HISTORY: 8/11/53 8/11/53 5/1/48
Permanently Transferred from Line West to Line East 10/1/53
Permanently Transferred from Line East to Line West 9/10/54
From Line East to Line West 1/11/55
From Line East to Big Four
From Line West to Big Four
From Big Four to Line West

RETIREMENT DATE: 3/19/56 8/16/55 11/15/55

S-1 and S-2 Changes-Dates

Locomotive Historical Record Card Information

6004 RRoad No. 6005 6006 60067000 60068001 60069002 6016003 60161004 60162005 60163006 60164007
S-1SB-1A S-1SB-1B S-1SB-1B S-1SB-1B S-1SB-1B S-1SB-1B S-1SB-1B S-1SB-1B
S-1B RR Class S-1B S-1B NovF-e4b5-45 11/1O9c/4t-545 No1v0-/4154/45 11/1O7c/4t-545 No1v0-/4255/45 11/2N5o/4In5fo No1v1-4/25/45 11/2N8o/v4-545
3/10/45 73789
10/25/45 Built/Received No Info 11/2/45 737815454 73779 73787 73781 $184,724.00 73791 73785
P or F $23$92,3295,42.5040.00 $54,530.00 P or F
Received P or F $184,724.00 $184,724.00 $184,724.00 $184,724.00
$209,008.61 $54,530.00 $23$92,3295,42.5040.00 $54,530.00 $54,530.00 $54,530.00
Builders Number $54,530.00 $239,254.00 $239,254.00
$23$92,6235,45.3080.61 $239,254.00 $239,254.00
Type of Service

Price-Engine $184,724.00

Price-Tender $54,530.00

0 $239,254.00 Price Total

Price Adjustments 18305 $264,747.11 18307 18301 18309 18303 18311 18305 18313
Price Adjustment Date Trust of 8-15-45 Oct-45
18303 Trust Plate Number 14050 2TnrdusEtqoufip8-T1ru5s-t45of 19425nd EqTuriupstTroufst8-o1f51-94455 2nTrdusEtqoufip8-T1ru5s-t485-15-425nd EquTipruTsrtu8st-1o-f4159?45 Trust of 8-15-45 2nd EqTuriupstTroufst8-o1f51-94455 TruTsrtuostf o8f-185--1455-45
15-45 Trust 8-1-45?Trust
TrusTtruosft8o-f159-/14/544

Trust Expires 9/1/54
NYC Owned
NYC Owned Card Trust Notation-No Date NYC Owned T-3593 (Orig.) NYNCYOCwOnwedned NYNCYOCwOnwedned NYNCYOCwOnwedned NYNCYOCwOnwedned NYC Owned NYNCYOCwOnwedned NYNCYOCwOnwedned
T-31T-23510(101(/O45ri)g.) T-3T1-35140(3O(r1ig0./)45) T-31T-13211(171(/O45ri)g.) T-3T1-31182(2O(r1ig1./)45) T-3128 (Orig.) T-3T1-32599(5O(r1ig1./)45) T-34T-73059(132(/O45ri)g.)
) T-3122 (11/45)Tender PlateT-N3u1m28be(Or rig.) T-3595 (11/45)

) T-3856 Lima Tender Plate NoTs-.3(1R0e3placements) andTD-4a1te05 Lima T-3323 (2/46) T-3595 T-3127 TT--33554455(3/50) T-43681556 Lima T-3T3-233103 T-3412075 Lima T-3309
Orig. Tender or (10/48) (12/48) appliedRe1m/2o0v/e5d4 applied CPoTl-li4nwT-ood (4/(5120)/49) (P1T0-/448T-)1036
PT-4 T- (10/49) PT-4 T-1036 plate applied or 1/20/15/520El/k5h5art
T-3208 (PT-6) (5/52) 11/1097/5(36/47) T-3545 (1/50) (No Date)
1075(6/47) (No Date) T-3112 (1/55) T-3470 (10/51)

) Tender PlateT-N3o5s4.5(R(1ep/5la0c)ements) andT-3D4a7te0 (10/51)

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

CHANGES:

Electric Light under Loco Cab 5/28/47 Nov-48 11/22/47 Nov-48
Jan-48 Jan-48 Nov-48 3/22/47
Jan-48 Aux. Air Reservoir to Precision Valve Gear 3/22/47 Jan1-/4381/47 5/7/1947 Jan2-/428/47 Nov-48 Nov-48
NoNv-o4v8-48 NoNv-o4v8-48 Nov-48 NoNv-o4v8-48 Oct-51 OctO-5ct1-51
Nov-48 Sealed Beam Headlight Nov-48 Oct-51 4/3/48 11/272/2/47/48 NoDv-e5c2-52
DecS-e5p2-52 NovO-c5t1-51 OctO-5ct1-51 Jan-52 36/8/2/438/1948 4/3/48 57/4/1/408/1948
Manual Blowdown Recorder installed 7/108/1/3904/848 7/295/1/1914/848 2/11/21/91438/47 7/61/71/64/81948 36/8/2/438/1948 7/24/48
Beech Grove 57/4/1/408/1948
Manual Blowdown Recorder removed 7/108/1/3904/848 7/295/1/1914/848 2/11/21/91438/47 2/5/1953 BeeBcehecGhroGvreove 3/12/47 12/22/1952
12/22/1952 7/61/71/64/81948 5/238//3417/47 4
Oct-51 Electro-Pneum Water Scoop Control ValvOect-51 4/9/53 44
2/5/1953 Beech Grove
6/23/1948 New 1st, 2nd, 3rd Boiler Shell Courses 7/24/48 Beech Grove BeeBcehecGhroGvreove 4/3/48
2/5/46 BeeBcehecGhroGvreove 3/86/4283/48 2
New 1st, 2nd, 3rd Boiler Shell Courses (2nd Application) Unclassif 4/221//2487/47 22
44 Beech Grove
6/23/1948 New Firebox 7/24/48 BeeBcehecGhroGvreove BeeBcehecGhroGvreove 10/28/49
5/172/4/173/47 BeeBcehecGhroGvreove 12/1112//3409/49 3
New Firebox (2nd Application) 42 7/167//1468/48 33
22 Beech Grove
New Front Flue Sheet Beech Grove BeeBcehecGhroGvreove 4/30/51
2/4/48 BeeBcehecGhroGvreove 9/276//2571/51 3
SHOPPINGS: Beech Grove W. Albany; Roundhouse BeeBcehecGhroGvreove 2 4/238//2510/50 33 Collinwood BeeBcehecGhroGvreove
Location 6/7/47 10/1/45-10/23/45 4/112//3417/47 33 10/1/53 8/2/46 5/137//2427/47
Date 4 Test 45-1 44 BeeBcehecGhroGvreove 5/1/48 UCA? 44
Class of Overhaul BeeBcehecGhroGvreove 11/1100//2449/49 Beech Grove 11/1/48 8/16/55
Beech Grove Location Beech Grove 3/2120/4371/47 BeeBcehecGhroGvreove 33 7/28/52 BeeBcehecGhroGvreove BeeBcehecGhroGvreove
3/31/47 1947 Date 7/24/48 44 7/259//1418/48 Beech Grove 3 8/11/53 11/262//74/747 5/47/4180/48
4 Class of Overhaul 2 BeeBcehecGhroGvreove 22 2/28/50 Beech Grove 24 22
Beech Grove Location 7/180//3408/48 Term Repairs 2//5/53 8/186//1565/55
6/23/48 1948 Date Beech Grove 22 BeeBcehecGhroGvreove 2 WeBset eAclhbaGnryove Beech Grove
2 Class of Overhaul 1/6/50 12/16/49 BeeBcehecGhroGvreove 10/171/2/48/48
Beech Grove Location 3 BeeBcehecGhroGvreove 3 10/68//2511/51 5/1/48 Term Re2pr BeeBcehecGhroGvreove
11/30/49 1949 Date 6/279//2580/50 33 10/81//1513/53 6/29/50
3 Class of Overhaul Beech Grove 33 Beech Grove Beech Grove 3
Location 10/24/50 2/14/50 Beech Grove 8/186//1565/55 11/3/49
1950 Date 3 3 4/9/53 3 Beech Grove
Class of Overhaul 2 3/31/50
Location Beech Grove BeeBcehecGhroGvreove BeeBcehecGhroGvreove 3
1950 Date 11/9/51 11/199/1/531/51 5/1/48 8/231/560/50
Class of Overhaul Term Rprs 33 Term Re3pr Beech Grove
Beech Grove Location 10/81//1513/53 Beech Grove
7/27/51 1951 Date 10/24/50 BeeBcehecGhroGvreove
3 Class of Overhaul 9/10/54 3 11/1228//2522/52
Location 1/11/55 32
1952 Date BeeBcehecGhroGvreove
Class of Overhaul 8/186//1565/55 10/3101/591/51
Location Te3rm Rprs
1953 Date
Class of Overhaul BeeBcehecGhroGvreove
12/292/3/502/52
23
Beech Grove
12/24/53
3

ASSIGNMENT HISTORY:

Permanently Transferred from Line West to Line East 5/1/48 5/1/48 5/1/48 5/1/48
10/17/573/53 11/1/48
Permanently Transferred from Line East to Line West 10/81//1513/53 10/110/5/13/53
8/11/53
8/11/53 From Line East to Line West 8/11/53 9/10/54 9/10/54
1/11/55 8/186//1565/55 1/11/55
From Line East to Big Four
8/2121/515 /55
From Line West to Big Four

From Big Four to Line West

8/16/55 RETIREMENT DATE: 8/16/55 11/135/1/595/56 8/186//1565/55

S-1 and S-2 Changes-Dates

Locomotive Historical Record Card Information

6011 RRoad No. 6012 6013 60610400 60610501 60610602 60610703 60610804 60610905 60620006 60620107

S-1B RR Class S-1B S-1B S-S1-B1A S-S1-B1B S-S1-B1B S-S1-B1B S-S1-B1B S-S1-B1B S-S1-B1B S-S1-B1B

Nov-45 Built/Received 11/25/45 Nov-45 11/F2e8b/4-455 NoOIcntf-o45 D1e0c/-1445/45 DeOc-c4t-545 D1e0c/-245/45 DeNco-4I5nfo 11914/52/45 JaNn-o4v6-45

Received 3/10/45

73789 Builders Number 73791 71454 73779 7377397581 73797 7377397985

Type of Service P oProFr F P or F P or F

0 Price-Engine$184,724.00 $1$8240,792,040.080.61 $184,724.00 $184,724.00 $1$8148,742,742.040.00

0 Price-Tender $54,530.00 $5$45,543,503.00.00 $54,530.00 $54,530.00 $5$45,543,503.00.00

$239,254.00Price Total $239,254.00 $263,538.61 $239,254.00 $239,254.00 $2$3293,295,245.040.00 $2$3293,295,245.040.00 $239,254.00 $239,254.00 $2$3293,295,245.040.00

Price Adjustments $264,747.11

Price Adjustment Date Oct-45

Trust Plate Numb1e8r311 1813410350 1813813501 1813813703 1813813905

-45 2nd Equip Trust ofT1ru9s4t5 Trust of 8-15-45 2nd Equip Trust of 1945 TruTsrtuosft 8o-f195/-14/454 2nd Equip Trust of 1945 TruTrsut sotfo8f-81-51-54-545 2n2dnEdqEuqipuiTpruTrsut sotf81-91455-45 TrusTtruosft88--115--4455? 2nd Equip Trust of 1945 TruTrsut sotfo8f-81-51-54-545 nd TErquusitpoTfr8u-s1t 5o-f415945

Trust Expires 9/1/54

d NYC OwnedCard Trust NoNtYatCioOn-wNnoeDdate NYC Owned NYC Owned NYC Owned NYNCYCOwOnwended NYNCYCOwOnwended NYNCYCOwOnwended NYC Owned NYNCYCOwOnwended NYNCYCOwOnwended

45) T-3118 (Orig.)Tender Plate Number T-3129 (Orig.) T-3470 (12/45) T-3T1-32170(0O(rOigr.i)g.) T-3T4-33180(312(1/405/4)5) T-3T4-33161(7O(rOigr.i)g.) T-3T4-33172(212(1/415/4)5) T-3T5-34152(8O(rOigr.i)g.) T-3T5-34569(512(1/415/4)5) T-T3-5394366(Orig.)

T-4615 Tender Plate NoTs-.3(R3e2p3lacements) and DatTe-3127 T-T3-332039(2/46) T-3129 T-3T1-321527 T-3545 (3/50) TT--33815268Lima T-3T3-371303 T-4105 Lima T-3129
Orig. Tender or (10/48) (4(/1428/)48) Removed (3P/5T-04) T- applie(d105//499/4) 9 PT-4 T-1036 applied 8/7/50 C.F.H.
54 applied Collinwood (4/52) (10/48) plate applied 1/20/55 1075(6/47) Collinwood (No Date)
T-3208 (PT-6) (5/52) T-3470 (10/51)
hart 1/19/53 T-3112 (1/55) T-3545 (1/50)

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

Tender Plate Nos. (Replacements) and Date

CHANGES:

5/28/47 Electric Light unNdoevr-L4o8co Cab 11/22/47 Nov-48 Nov-48
Nov-48 Nov-48
Aux. Air ReservoJairnt-o48Precision Valve Gear 1/31/47 Se2p/-2488/47 Jan-48 Jun-48 Ju3n/-2428/47
NoSve-p5-252 Nov-48 DeOc-c5t-251 9/N8/o4v8-48 Nov-48 9/29/48 9/2N7o/4v-848
Sealed Beam Headlight 5/84//3408/48 8/1221//1438/47 Nov-48
5/84//3408/48 Oct-51 8/1221//1438/47 7/20/51 Oct-51 6/2D4e/c5-152
Manual Blowdown Recorder installed 5/11/48 6/16/1948 126/1293/417948 DeOc-c5t-151 7/10/1948
4/9/53 2/5/1953 5/178/2/48/48
Manual Blowdown Recorder removed 5/11/48 6/16/1948 126/1293/417948 5/178/2/48/48 7/10/1948
2/5/1953 12/22/1952
Electro-Pneum WOact-e5r1Scoop Control ValveOct-51

3/8/48 New 1st, 2nd, 34rd/3B/4o8iler Shell Courses 11/22/47

New 1st, 2nd, 3rd Boiler Shell Courses (2nd Application)

3/8/48 New Firebox 4/3/48

New Firebox (2nd Application)

New Front Flue Sheet

SHOPPINGS:

Location Collinwood W. Albany; Roundhouse Beech Grove

Date 8/2/46 10/1/45-10/23/45 2/5/46

Class of Overhaul UCA? Test 45-1 Unclassif

e Beech GroveLocation Beech Grove Beech Grove BeBeecehcGhrGovroeve Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve

5/28/47 1947 Date 3/12/47 11/22/47 5/1107//3417/47 1/31/47 6/1225//1437/47 2/28/47 12/31/93/14/747 12/5/47 6/7/47 12/32/72/24/747

4 Class of Overhaul 4 2 4 4 4 4 2 4 2 4 2 4 24

e Beech GroveLocation Beech Grove West Albany BeBeecehcGhrGovroeve Beech Grove Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove

3/8/48 1948 Date 4/3/48 10/11/48 5/84//3408/48 5//11/48 8/21/48 6/16/48 6/23/48 5/178/2/48/48 7/10/48

2 Class of Overhaul 2 Term Repr 22 22 22 22 2

Beech GroveLocation Beech Grove Beech Grove Beech Grove Beech Grove Beech Grove Beech Grove BeBeecehcGhrGovroeve Beech Grove Beech Grove Beech Grove

12/12/49 1949 Date 10/28/49 11/3/49 12/16/49 10/24/49 5/1117//3409/49 11/25/49 12/22/49 9/30/49

3 Class of Overhaul 3 3 33 33 3 3 3

e Location Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve

1950 Date 8/23/50 7/28/50 5/26/2/580/50 3/21/50 12/15/50 1/6/50 6/29/50

Class of Overhaul Term Repr 3 Term3 Repairs 3 3 33

Location Beech Grove Beech Grove

1950 Date 3/31/50 10/24/50

Class of Overhaul 3 3

Beech GroveLocation Beech Grove Beech Grove Beech Grove Beech Grove Beech Grove Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove

9/26/51 1951 Date 4/30/51 10/30/51 9/13/51 6/21/51 1/276/2/571/51 12/1110//95/151 6/29/51

3 Class of Overhaul 3 3 33 33 Te3rm Rprs 3

e Location BeBeecehcGhrGovroeve Beech Grove Beech Grove Beech Grove Beech Grove Beech Grove

1952 Date 11/92/83/05/252 12/30/52 12/22/52

Class of Overhaul 33 3 2

Location Beech Grove Beech Grove Beech Grove Beech Grove Beech Grove

1953 Date 12/24/53 4/9/53 2//5/53 7/31/53 6/29/53 11/26/53

Class of Overhaul 3 2 23 2 3

ASSIGNMENT HISTORY: 108/1/1/513/53 5/1/48 108/1/1/513/53 5/1/48 108/1/1/513/53 108/1/1/513/53 5/1/48
5/1/48 Permanently Transferred from Line West t5o/1L/i4n8e East 7/7/53 8/11/53 10/1/53
11/1/48 Permanently Transferred from Line East t1o1L/i1n/e48West 9/190/1/504/54 9/10/54 9/10/54
1/11/1/515/55 1/11/55 1/11/55
From Line East 1to0/L1in/5e3West
From Line East to Big Four
From Line West to Big Four
From Big Four to Line West

8/16/55 RETIREMENT D8/A1T6E/5: 5 8/16/55 8/232/1/595/56 8/16/55 8/285/1/565/55 8/186/1/565/55 8/186/1/565/55 3/19/56 3/189/1/566/55 8/1116//1555/55

S-1 and S-2 Changes-Dates

Locomotive Historical Record Card Information

6017 6018RRoad No. 6019 6020 60600021 60600122 60600223 60600324 60600425 60505500 6006 6007
S-1B S-1SA-1B S-1SB-1B S-1SB-1B S-1SB-1B S-1SB-1B S-1SB-2A S-1B S-1B
Dec-45 S-1BRR Class S-1B S-1B FebJa-4n5-46 Oc1t-94455? 10/1A4p/r4-456 Oc4t/-1495/46 10/M25a/y4-546 No12In/1fo928 11/2/45 Nov-45
73795 3/10/45 73781 73785
Dec-4B5uilt/Received Dec-45 1945 7174357499 73779 73801 $2$3293,295,245.040.00
$239,254.00 P or F P or F P or F $2$3293,295,245.040.00 $239,254
Received $209,008.61
$54,530.00 $184,724.00 $2$3293,295,245.040.00 Trust of 8-1
Builders Number 73797 $2$6233,593,285.641.00 $54,530.00 NYC Own
$2$3293,295,245.040.00 T-3593 (O
Type of Service P or F
3/22/4
$184,724Pr.0ic0e-Engine $184,724.00 $184,724.00 Nov-48
$54,530.00 Dec-52
$54,530P.r0ic0e-Tender $54,530.00 7/10/19
7/10/19
$239,254Pr.0ic0e Total $239,254.00 $239,254.00 12/22/19

Price Adjustments $264,747.11 Beech Gr
Price Adjustment Date 3/22/4
18317Trust Plate Number Oct-45 4
Trust of 8-T1r5u-s4t5 2nd Equip Trust of 1945
18319 14050 18321 18301 18323 1813803324 18305 Beech Gr
Trust of 8-15-45 TTrurusstt8o-1f -84-51?5-45 Trust of 8-15-45 7/10/4
Equip Trust of 1945 2nTdruEsqtuoipf 9Tr/u1s/4t 4of 19452nd EqTuruipstTorufs8t-o1f51-49545 2nTdruEstquoifp8T-r1u5s-t4o5f 19452nd EquTirpusTtru8s-t18-4-155?-45 2

NYC Owned Trust Expires NYC Owned 9/1/54 NYNCYCOwOnwended NYNCYCOwOnwended NYNCYCOwOnwended NYNCYCOwOnwended TT-3-3210288(P(OT-r6ig) .()Orig.) NYC Owned Beech Gr
T-3436 (Orig.) NYC OwCnaerdd Trust NotatioNnY-CNoODwanted T-3546 (12/45) NYC Owned T-3T1-30300(9O(rOigr.i)g.) T-3T1-0337(130(/O4r5ig) .) T-3117 (Orig.) T-3T1-24261(151(/O4r5ig) .) T-3595 (11/45) 6/29/5
T-3437 (1T2e/n4d5e) r Plate NumT-b3e5r45 (Orig.) 3
T-3466
Beech Gr
T-312T8ender Plate Nos. (ReT-p3la3c7e3ments) and Date T-332T3-3(21/2496) T-3437 T-3T1-325745 T-3545T-3(34/750) T-385T6-3L1im03a T-3103 T-4105 Lima 12/22/5
(3/50) applied 5/9/49 aOprpiglie. dTe8n/d7e/5r 0orC.F.H. (6/50) appl(i1e2d/4C8o)llinwood Rem(o4v/5e0d) PT-(41/T5-0) (10/49) PT-4 T-1036 2
1/20/55 (No Date)
Collinwood plate applied 1/31/47 5/9/49 1075(6/47) T-3545 (1/50) T-3470 (10/51) 5/1/48
Tender Plate Nos. (Replacements) and Date T-3208 (PT-6) (5/52) Nov-48 T-3103 applied T-3T1-14210(15/5Li5m) a 10/1/5
Oct-51 Beech Grove 1/12/50 PT-4 T-1036 (10/51)
Tender Plate Nos. (Replacements) and Date 5/111//94/848 T-4615 applied 11/15/5
5/111//94/848 Beech Grove 1/25/50
Tender Plate Nos. (Replacements) and Date T-3118 applied
Collinwood 1/19/53
Tender Plate Nos. (Replacements) and Date T-3077 (Lima PT-4 T-1045)
applied Beech Grove
Shop 4/30/53

CHANGES:

Electric Light under Loco Cab

Sep-48 Aux. Air Reservoir toJuPnre-4ci8sion Valve Gear Jun-48 2/28/47 JanJ-u4l-848
9/8/48 No9v/2-478/48 Nov-48 No9v/2-408/48
Sealed Beam Headli9g/h2t9/48 Nov-48
7/20/51 Se6p/-2542/51 6/161/194/488 3/30/48
Manual Blowdown Recorder installed 8/30/48 2/5/1953 4/30/51 Oct-51
6/161/194/488 O1c2t-/531/51 7/24/48
Manual Blowdown Recorder removed 8/30/48 2/5/1953 6/23/1948 7/24/48

Electro-Pneum Water Scoop Control Valve Dec-51 Oc3t-/591/51 6/23/1948
12/13/47
12/19/4N7ew 1st, 2nd, 3rd Boiler Shell Courses 5/18/48
12/13/47
New 1st, 2nd, 3rd Boiler Shell Courses (2nd Application)
4/9/53
12/19/4N7ew Firebox 5/18/48

New Firebox (2nd Application)

New Front Flue Sheet

SHOPPINGS:

Location W. Albany; Roundhouse Beech Grove
10/1/45-10/23/45 2/5/46
Date Test 45-1 Unclassif
BeBeecehcGhrGovroeve
Class of Overhaul 101/321/2/477/47 BeBeecehcGhrGovroeve
42 12/13/47
Beech Grove Beech GrLoovceation Beech Grove Beech Grove Beech Grove BeBeecehcGhrGovroeve 2 BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove Beech Grove
Beech Grove 8/30/48 1/31/47 Beech Grove 2/28/47 3/31/47 Beech Grove 6/7/47
Beech Grove 12/19/417947 Date 12/5/47 Beech Grove 2 4 6/9/48 4 4 Beech Grove 4
Beech Grove 5/18/48 Beech Grove 2
2 Class of Overhaul 2 2 9/30/49 BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove
Beech Grove 3 5//111/9/4/488 BeBeecehcGhrGovroeve 6/16/1/498/48 6/213/3/418/48 7/24/48
Beech Grove Beech GrLoovceation Beech Grove BeBeecehcGhrGovroeve 22 10/24/49 22 22 2
12/22/49 7/28/50 3 Beech Grove
1948 Date 3 3 BeBeecehcGhrGovroeve 10/10/49 Beech Grove
12/51/62/84/949 BeBeecehcGhrGovroeve 3 11/30/49
Class of Overhaul Beech Grove 33 2/218/1/520/50 3
BeBeecehcGhrGovroeve Beech Grove
Beech GrLoovceation Beech Grove Term Re3pairs 3/1201//1580/50 1/20/50
33 3
5/17/419949 Date 11/25/49

3 Class of Overhaul 3

Beech GrLoovceation Beech Grove Beech Grove Beech Grove
1/6/50
1950 Date 12/15/50 Beech Grove 3
Beech Grove
Class of Overhaul 3 Beech Grove
10/24/50
Location 3

1950 Date Beech Grove
11/9/51
Class of Overhaul Term Rprs

Beech GrLoovceation Beech Grove Beech Grove BeBeecehcGhrGovroeve BeBeecehcGhrGovroeve Beech Grove BeBeecehcGhrGovroeve
12/10/51 6/29/51 9/123/2/561/51 6/231//95/151 7/1227//3511/51
1/26/511951 Date 3 3 33 33 Beech Grove 33
Beech Grove
3 Class of Overhaul Beech Grove Beech Grove Beech Grove BeBeecehcGhrGovroeve
9/30/52 5/21/53 BeBeecehcGhrGovroeve 21//15/3503/53
Beech GrLoovceation 11/26/53 3 3 4/49//3503/53 23
3 22
1952 Date Beech Grove
12/24/53
Class of Overhaul 3

Beech GrLoovceation Beech Grove

7/31/513953 Date 6/29/53

3 Class of Overhaul 2

ASSIGNMENT HISTORY:

Permanently Transferred from Line West to Line East 5/1/48 5/1/48
8/110/513/53
Permanently Transferred from Line East to Line West 7/170/5/13/53

10/1/5F3rom Line East to Line West 10/1/53 8/11/53 9/10/54 8/11/53 8/181//15/346 8/11/53
1/11/55 8/16/55
From Line East to Big Four 9/10/54 9/10/54
1/11/55 1/11/55
From Line West to Big Four 9/10/54

From Big Four to Line West 1/11/55

8/16/55 8/16/5R5ETIREMENT DATE3:/19/56 3/19/56 3/189/1/566/55 8/186/1/565/55 8/136/1/595/56 8/136/1/595/56 8/186/1/565/55

An unidentified Niagara parallels the Mohawk River with a sizable passenger
train, in this view at the end of World War II near Amsterdam, NY. (NYCSHS)



Niagara 6007 poses with Train No. 6, the Fifth Avenue Special at Toledo on September 8, 1955.
At this late date, time was running out for mainline steam on the NYC. (DB)

The Final Miles

A mileage and tire report for Line West for the month of The Mileage and Tire Report for the month ending Decem-
January 1950 shows that the eight-odd numbered Niaga- ber 1954 identifies twenty Niagaras assigned to Line West.
ras, starting with road number 6011, were being intensive- Of these twenty locomotives, twelve were“awaiting shop”.
ly used. The best monthly mileage was delivered by 6017, (6004, 6006, 6008-6013 inclusive, 6015, 6017, 6021, and
with 18,227 miles. Three Niagaras, 6011, 6013, and 6019, 6025.) Each of these locomotives had operated approx-
all ran over 16,400 miles each. Engines 6023 and 6025 imately 250,000 miles since their last class repairs. Eight
had just entered service after classified repairs, with 6023 Niagaras operated in December: 6001, 6003, 6007, 6016,
running just 611 miles. Based on overhaul dates, these two 6018, 6019, 6023, and 6024. The highest mileage was 6024
locomotives may have been stored for a few months after with 5989 miles.
overhaul.
In December 1954, there were six Niagaras assigned to the
The Niagaras moved west with all other New York Central Big Four: 6000, 6002, 6005, 6014, 6020, and 6022. All ac-
steam as dieselization progressed. The September 1953 is- cumulated mileage, with the best showing by 6020 with
sue of the Central Headlight magazine included the title 7602 miles.
“Steam Era Ends at Harmon”. The last steam locomotive
dispatched from Harmon was Niagara 6020, which depart- A roster published by Railroad Magazine in April 1955 in-
ed on train 185 on August 7, 1953. With that departure, it dicated that all Niagaras except for 6005 were assigned to
claimed “that all freight and passenger trains east of Buffalo Line West, and 6005 was assigned to the Big Four.
are now diesel powered”. For the record, the engineer on
that day was Harold Cappalo and the Fireman was J. R. King. One year later, in December 1955, the status of the Niaga-
ras was markedly different. There were only six Niagaras
Based on limited information, the retrenchment of steam rostered, all in service on Line West. All accumulated mile-
from Harmon to Buffalo may have taken effect in steps. age, with the monthly mileage champ engine 6015. Other
A letter written to William Edson in 1999 described some Niagaras in service were 6000, 6019, 6020, 6023, and 6024.
old train register information from the Erie Boulevard Sta- Twenty Niagaras had been retired starting in August, 1955.
tion in Syracuse for late August, 1953. Those train registers By March 1956, the only Niagara on the roster was 6015,
indicated that Niagaras were assigned to Mail and Express assigned to the Southern District of the Big Four. During
trains, and the last entry for westbound steam was Train March, the 6015 had operated 5318 miles and had accu-
X-5 on August 29, 1953 at 8:03 PM with Niagara 6022. The mulated only 32,370 miles since it had been returned to
entry for the last eastbound is 6025 at 10:49 PM and it had service.
the odd entry of the“Blue Goose”instead of a train number.
Someone told the writer that it was the nickname of the The Inspection Schedule for the second half of October
Century. 1955, issued by B. L. Srohl, Master Mechanic, for the Third
and Fifth District of Line West, called for monthly inspec-
In August 1953, the author, accompanied by my dad, visited tions of 6015, 6019, 6020, and 6024 at Air Line Junction,
the cab of Niagara 6007 on Train 52 during its station stop Toledo, Ohio. That schedule for the first half of Novem-
at Erie, PA. This was on a Saturday, and since my father ber called for a monthly inspection of 6023, a quarterly for
always took his vacation during the first two weeks of Au- 6000,and noted that 6000 would require an Annual Inspec-
gust, it must have been either August 1st or August 8th. I tion in January, 1956. For the second half of November,
do remember the engineer saying there would be no more the schedule called for a monthly for 6024, quarterlies for
steam through Erie by the end of September. The Central 6015, 6019, and 6020, and noted that 6020 would require
Headlight article indicated that “by year end, all trains east an Annual Inspection by 2/11/56. The first half of Novem-
of Cleveland will be diesel powered”, so the railroad must ber scheduled monthlies for 6000 and 6023, a quarterly
have been ahead of schedule. for 6023 by 1/6/56. Engine 6023 was scheduled for “Rule

301

302

110” by 12/23/55. During the second half of December, devices. The New York Central had restricted clearanc-
1955, 6020 had a scheduled monthly, 6023 was still sched- es, and the diesel had no restrictions on any mainline
uled for Rule 110 and 6024 was scheduled for a quarterly. trackage and in fact could operate almost anywhere on
The last Inspection Schedule Report lists 6015, with 6019 the railroad.
and 6020 lined out. That report was issued by E. H.Wright,
Master Mechanic, Collinwood, Ohio, on January 17, 1956. -From an operational perspective, there were addition-
Niagara 6015 would survive in service until early August, al advantages. On a steam locomotive, the transmission
1956. It was the last Niagara. of the locomotive, consisting of the pistons and rods,
was outside of the track gauge. On a diesel, the trans-
For the Record….. mission, consisting of the traction motors and gearing,
was inside the track gauge and the torque was con-
The official retirement dates for each Niagara are available stant, so the diesel was much easier on track and road-
from the W. E. Edson records. On August 16, 1955, seven- bed compared with a steam locomotive. The EMD die-
teen Niagaras were retired. Road numbers are: 6001-6006; sel also had a lower center of gravity compared with a
6008-6013; 6017-6018; 6021-6022; and 6025. On August Niagara, and the Central recognized that a diesel could
22nd, 6014 was retired, and on August 25th, 6016 was re- be operated at a higher speed on curves.
tired. All of these Niagaras were assigned to Line West ex-
cept 6005 which was assigned to the Big Four. Line West -A number of engineers had the opinion that the Ni-
6007 was retired on November 15, 1955. The next series agaras were “top heavy”. One engineer identified the
of retirements occurred in March 1956. On March 19th, wreck at Lydick, Indiana of Niagara No. 6002 as proof.
Line West Niagaras 6000, 6019, 6020, 6023, and 6024 were The Lydick derailment was caused by a defective wa-
retired. The last Niagara in service, 6015 assigned to the ter scoop on a preceding train, but many engineers
Big Four, was retired August 20, 1956. thought that the 6000’s were “too big for the railroad”.
The boiler centerline of a Niagara was seven inches
External Factors and Competition higher than a L-4 Mohawk, as shown on NYC sketch
SK-X-6003.
The short careers of the Niagaras were caused by a number
of factors, some of them peculiar to the New York Central. -The EMD diesel had “get home” capability that the Ni-
agara did not have. With four diesel engines in each
-The 27 Niagaras were a very small part of the railroad’s two unit consist, a problem with any one engine could
roster of steam locomotives at the end of World War II, be isolated, and the locomotive would continue on its
and many of these locomotives were worn out and re- trip with its three remaining engines. A traction motor
quired replacement. The railroad’s motive power poli- could also be cut out if there was an electrical problem,
cy, whether it be steam, diesel, or electric, was dictated and the remaining seven motors of each two-unit die-
by the oldest and least efficient locomotives, not the sel would permit the locomotive to complete its trip.
newest and best locomotives.
-The diesel was largely self-contained, and did not re-
-From a technical perspective, the diesel had several quire replenishment of fuel or water, except possibly
significant advantages. A NYC EMD “E7” unit had an for boiler water for passenger car heating, during a trip.
individual axle loading of 53,800 lb per axle. The load A Niagara required extensive facilities such as track
on each driving axle of a Niagara was 68,750 lb. The pans and at least one coaling stop on each 928-mile
overall height of an EMD “E” unit was 14’-11” over the trip. The much higher thermal efficiency of a diesel
horn, their rigid wheelbase was 14’-1”, and they were compared with any steam locomotive gave the diesel
designed to negotiate a 21-degree curve. A Niagara much greater fuel range.
had a height of 15’-2-3/4” a rigid wheelbase of 20’-6”,
and was designed to negotiate an 18 degree-30-minute -The economics of the diesel were impossible to ig-
curve. In order to successfully negotiate this curvature, nore, and diesels did not require the capital and main-
a Niagara was equipped with two sets of lateral motion tenance extensive fixed plant that steam locomotives

303

A Niagara leaves Albany about 1950. This image provides
a view of the railroad adjacent to the riverfront. (RB)

required such as roundhouses, turntables, coaling tow- mounted in the tender and not on the engine, large diam-
ers and ash pits,nor the labor costs required to support eter wheelsets for high mileage, and a high-speed water
a fleet of steam locomotives. scoop system with overflow control to eliminate stops for
water during a trip.
-Diesel locomotives were the most flexible form of mo-
tive power. Their low axle loadings and high tractive The result of all this was a design that could and did com-
effort at low speeds were tailor made for railroad oper- pete with contemporary diesel-electrics and win. The
ations. For example, the ruling grade on the New York Niagaras were eventually overtaken by the rapid rate of
Central main line was Albany Hill at 1.68% with six improvement in diesel locomotive technology, and by the
degrees of curvature for a distance of slightly less than economics of the diesel. Intrinsically, the Niagaras were
2.8 miles. With diesel operation, the railroad could the equal of contemporary diesel-electrics, but could not
eliminate helpers on this main line bottleneck. win the economic battle of the cost of the infrastructure
required to support a steam locomotive, no matter the mo-
-The Niagaras could only be effectively used in territo- dernity of its basic design.
ries with steam facilities that were designed to support
the peculiarities of NYC steam, including the use of One critical date for Niagara operation as steam was
track pans, which were used only on the Harmon to pushed west is September 1953. At the end of September,
Chicago main line and the Michigan Central. The limit- the railroad announced that it was dieselized east of Cleve-
ed water capacity of a PT tender required Niagaras op- land and east of Detroit. We know that there were pockets
erating on the Big Four to take water from water plugs, of steam east of Cleveland and Detroit until late 1956. For
since the Big Four did not have track pans. Turning a example, at Fort Erie, Ontario. Canada there were 0-8-0’s
Niagara required either a wye or the use of a 100-foot and 2-8-0’s in service, and one ancient 4-6-0 on a branch
turntable, and these were not common on the railroad line in Ontario. In 1955, the six Niagaras remaining in ser-
except on the main line. vice were still being dispatched from Collinwood, Air Line
Junction (Toledo), and Chicago. In December 1955, these
-Due to their size,the Niagara could not easily be down- six locomotives operated almost 6,000 miles each.
graded to less critical service.
Steam did survive on the Big Four, specifically between In-
The Niagaras were the most modern reciprocating steam dianapolis and Cincinnati, in freight and transfer service.
locomotives ever built. They had a one-piece cast engine One Niagara remained in service after March of 1956, and
bed, and a complete set of roller bearings on the engine it was 6015, assigned to freight service. However, 6015
and tender journals. They used needle bearing valve gear, showed, for one last time, exactly what a Niagara could do.
and they included Valve Pilot instrumentation used by the On June 30, 1956, after a diesel failure and a reassignment
engineer to set valve cutoff based on information and not of diesels to another train, the 6015 was assigned to east-
by a “seat of the pants” guess. They used a complete set bound Train 416 after a 34 minute delay at Indianapolis
of light weight Timken manganese-vanadium main and due to the engine reassignment. Train 416 departed Indi-
side rods, and these were equipped with roller bearings. anapolis 37 minutes behind schedule. With nine cars, the
They used large diameter Boxpok type driving wheels for 6015 ran the 108.9 miles from Indianapolis to Cincinnati
strength and effective use of counterbalance weight. They and recovered 31 minutes during the trip. That train sheet
used the innovative and most up to date boiler technology, is reproduced on the following page.
and the appliances used to supply the boiler were the larg-
est of their kind. They had an advanced smokebox design
that increased boiler evaporation by ten percent and was
patented. They used aluminum for weight savings, for the
cab, running boards, and smoke deflectors. They used the
most technically sophisticated and most weight efficient
tender of any steam locomotive, with all roller bearing
journals. The tenders had a coal pusher, a stoker engine

305

306

Survivor 6015 stands in Toledo Terminal with Train No. 257 on September 15, 1955. (DB)

The Central received its final series of passenger die-
sel-electrics, an order for thirty-two EMD E8’s, between
June and September of 1953. In normal times, the Niagaras
might have been retired at that time. The railroad was in
the process of downgrading its fleet of minority builders’
passenger locomotives to less demanding and more local
assignments, and some of the EMD “E” series fleet took up
the slack. Steam might have been retained as protection
power at this time due to the Korean conflict. The east to
west dieselization scheme pushed steam out of Harmon,
NY, and Niagara 6020 was the last steam locomotive to de-
part Harmon on August 7, 1953. The intended train for the
Niagara was the Empire State Express. For some unknown
reason, the Niagara departed on Train 185. For the Harmon
work force and the railroad, it was the end of an era.

Niagara 6020 rang down the curtain for steam operation out of Harmon, New York on August 7, 1953.
Anticipated assignment was the Empire State Express, but the engine was reassigned to Train 185. (JA/JWS)

308

Niagara No. 6020, in excellent condition, prior to dispatch
from Harmon, NY on August 7, 1953. (NYCSHS)

The last Niagara in service was 6015, and it was not retired The photographer who took the photo of 6015 described
until August 20, 1956. This Niagara was last assigned to it as the only Niagara he ever saw on this line, and that
freight service on the Big Four, operating between Indi- subsequent checking revealed that this was a test to de-
anapolis, IN and Cincinnati, OH. Jeremy Taylor, who was termine how well the engine handled the train. While the
an operating official based at Indianapolis during this time, performance of the locomotive was acceptable, there was
advised that at the end of the New York Central steam era, a problem or delay turning the locomotive at one end of
the railroad was forwarding L&N coal from Cincinnati to the run due to the length of the engine and tender. He
the steel mills at Gary, IN. The normal power for these 55 advised that he took the photograph in the spring of 1956,
car trains was an L-2 Mohawk. When an L-2 Mohawk was and enlisted a fellow student at Purdue to drive his car
used, another L-2 Mohawk from Danville took over near while he took movies, and this single photograph. It is one
the midpoint of the run. of only a few images of a Niagara in freight service on a
coal train.

After passenger assign-
ments were dieselized, the
remaining Niagaras were
assigned to freight service.
As they required shopping,
they were consigned to
scrap. The last Niagara in
service was No. 6015, seen
here on a 55 car coal drag
in the Lafayette, IN area in
the spring of 1956. On June
30, 1956, this engine made
the last Niagara passenger
run due to a diesel failure.
(JCC/TRG)

Niagara 6008 was at
Cincinnati, OH on June 9,
1954. (NYCSHS)

310

Niagara No. 6001 departs Indianapolis in the spring of 1954 with Train No. 473. (JT)

A great place to see Niagaras in quantity was Chicago, where
Nos. 6003 and 6018 were on the outbound track for east-
bound runs. (RJS)

267

Niagara No. 6005 was assigned to Train 446 and is at
Bellefontaine, OH in May, 1954. This Niagara was the
first Niagara arrival on the Big Four. (JT)

In the spring of 1954, the Niagaras were assigned to the
Big Four. The original Niagara assigned to the Big Four
was 6005, and the others followed later. Niagaras were
assigned to passenger trains operating out of Chicago, to
Cincinnati and Indianapolis. Niagaras were too large and
heavy for the Big Four routes into St.Louis,specifically Mer-
chants Bridge, so a Niagara hauled train had a change of
motive power to a Hudson on St. Louis bound trains. This
motive power change was made at Mattoon, IL.

No. 6016 was consigned to scrap at Toledo, OH on
August 13, 1955. This overhead view shows that this
engine was not equipped with sand dome drip lips.
(NYCSHS)

314

Niagara No. 6017 was on Train 407 at Shortline
Junction, near Cleveland, OH in October, 1953. (JT)

In August, 1955, Niagara No. 6019 was still active on the mainline
of the railroad. Here is the engine at Toledo, OH. (BN/TRG)

Niagara 6020 was photographed at Toledo, OH on
July 14, 1955. (WSK/JW/TRG)

NYC 6024 was at Toledo, OH on September 6, 1954. (TRG)

Niagara No. 6002 was at Cincinnati, OH in 1954. (NYCSHS)

In September of 1955, 6015 had just been placed into service after a two-year storage. The excellent condition
of this Niagara is evident in this photo dated September 15, 1955 on Westbound Train No. 257. (DB)

319

No. 6020 was one of six in-service Niagaras near the end of steam operation on the western end of the railroad.
This Niagara has Train No. 32, The Easterner, in hand on its way to Linndale, OH on September 8, 1955. (DB)

The Queen City to Detroit was still a steam train on September 18, 1955, when Niagara 6020 was dispatched from
Toledo. During the steam age Niagaras on the Michigan Central were a rarity, but at the end of steam operation
anything was possible. (DB)

320

Niagara 6018 was still in
service at Collinwood, OH
in May, 1955. (TRG)

By February 14, 1956, Niagara
No. 6019 was out of service
at Airline Jc.Toledo, OH and
consigned to scrap.
(AJ/TRG)

No. 6020 is being
prepared for an
assignment at
Elkhart, IN
in 1955. (TRG)

321

No. 6024 was found at Collinwood, OH in 1955. Note the Lima PT-4
tender, serial T-4105, which the engine received in October, 1951. (TRG)

323

324

A Niagara Retrospective

The performance of the Central’s Niagara was widely the inherent advantages of the diesel electric, it is difficult
known by the railroad fraternity after the engines had ac- to understand the industry’s position regarding steam at
cumulated some service time. There was intense interest this late date. The railroads had a symbiotic relationship
in the basic design and the performance of these engines with the coal industry, and the extent of the railroad’s fixed
by other railroads and also by the trade press. I have repro- plant all supported this relationship and the motive power
duced items of correspondence and editorial comments policy that was the result.
regarding these engines that reveal the pride that the New
York Central took in these locomotives, and also external But for a brief period in time, the performance of the Niag-
reporting that describes the industry position, including aras and the reputation of the New York Central Railroad
that of the operating unions. The New York Central was served to slow, if not stop, the march of dieselization. It
regarded as a progressive railroad, and an industry leader was a glorious time to watch a single motive power unit
in the adoption of new design concepts and new technol- deliver over 60,000 ton miles per train hour in traffic, and
ogy. Right after the war, most major railroads were still on to support and enhance the reputation of what many con-
a steam standard, and the thought was that diesels were sider to be the greatest passenger carrying railroad that the
appropriate for some specialized applications but would United States would ever see.
never replace steam completely. In hindsight, and given

325

326

327

328

329

The following information appeared in the “Questions and
Answers” column of the Brotherhood of Locomotive Fire-
men and Engineers Magazine in February, 1955, and is used
with permission of the successor organization, the Interna-
tional Association of Sheet Metal, Air, Rail and Transporta-
tion Workers (SMART). The article identifies and reviews
the relative benefits of poppet valves and piston valves for
steam locomotives. It includes test results for the divid-
ed drive PRR T-1 and the NYC Niagaras, and an evaluation
of each design. The article is reproduced verbatim. My
thanks for the approval from SMART to use this interesting
and detailed information relating to the age of steam on
the nation’s railroads.

Locomotive Running the Franklin system of steam distribution. box. This gear box houses the multiple
and Repairs link motion with combination levers and
Recognizing the limitations of the piston reversing mechanism and is similar to the
Answers by WALTER SMITH valve and the difficulties with previous crankcase of an automobile in that the en-
poppet valve installations based on Eu- closed parts are provided with constant oil
5787. Poppet Valves. -“What are the ad- ropean practice, Franklin engineers in bath lubrication.
vantages claimed for the Franklin Railway collaboration with Mr. Woodward worked
Supply Company’s system of steam dis- up a poppet vale arrangement which Besides the gear box, a cam box is re-
tribution, and what results have actually would meet the conditions in this country. quired for each side of the locomotive;
been obtained in service?”-B.G.O. Their primary objective was to increase these are located on the cylinders be-
substantially the efficiency of convert- tween the steam chests. Suitable rods
Answer. -In order to get a true picture of ing steam into horsepower (1) by inde- connect the camshaft arms to the motion
the events which led to the development pendently controlling intake and exhaust, arms on the outside of the valve gear
of the Franklin system of steam distribu- (2) by providing controlled uniform valve box. It remains to state that the oscillating
tion, it is necessary to glance back to the action at all speeds and cutoffs, and (3) by actions of the cams operate the poppet
year 1937 when high boiler pressure and increasing areas for intake and exhaust of valves through suitable intermediate le-
high steam temperatures were generally steam. To attain these desirable features vers or cam followers and valve tappets.
accepted by railway mechanical officials without unduly complicating the mecha- Then, as might be expected, the valves
as a reliable means of achieving fuel nism was a major undertaking. Hence it is are closed by springs and steam pres-
economy and higher capacity. not surprising that several years elapsed sure.
before they were ready to make the first
It was not long, however, before there application to a locomotive. Much more might be said about the poppet
was a clamor for better distribution and valves as they are the heart of the whole
utilization of this highly vitalized steam. The modified locomotive, a Pennsylvania system, and the manner in which they
The contention was that the piston valve Railroad Pacific type, class K-4, went in function largely determines the effective-
actuated by the present radial valve gears service in September, 1939, and was sub- ness of the steam distribution. In order to
was inadequate for the purpose, and that jected to exhaustive road tests, and finally get the required areas for admission and
as a result high pressure, high superheat to a series of tests in the PRR test plant at exhaust, it was found necessary to use
locomotives were not reproducing as work Altoona, Pennsylvania, which we propose multiple valves of a size not to exceed six
a satisfactory percentage of the additional to discuss later. and one-half inches in diameter. Although
heat energy made available. they are of double seated construction
As originally designed, the Franklin sys- (spool shaped) to promote better bal-
As a natural consequence, some of the tem features multiple, horizontally placed ance, they are sensitive, and seven-inch
most eminent steam locomotive designers double seated-type poppet valves actuat- valves on high pressure, high superheat
began to give serious thought to the prob- ed by oscillating cams driven by a multiple engines gave trouble from leakage. An-
lem. Among these was W. E. Woodward, link valve motion (modified Young valve other difficulty has been to get a material
engineering vice president of Lima Loco- gear). The drive motion is taken from to withstand the high temperatures and to
motive Works. It was he who started the the main crossheads of the locomotive resist the impact against the seats without
research which led to the development of and transmitted by rods to the valve gear cracking.

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While the foregoing is by no means a cutoffs. Thus a single valve controls both railroad made some tests with valves of
complete description of the system it is inlet and exhaust, whereas the poppet different sizes, and reported that for all
probably sufficient for an understanding valve offers a means of separating these practical purposes small valves were as
of the advantages claimed by the spon- two phases of steam distribution. efficient as larger ones. As these tests
sors. Turning now to a consideration of were run at moderate speeds, and with
these claims, we can do no better than In still another respect the piston valve is a comparatively small cylindered engine,
state them as they have been made by at a disadvantage when compared to the and one with restrictions in the superheater
Franklin. They are that their system of poppet type. That is, because it is always and steam passages, the conditions were
steam distribution makes available the full in motion over sliding surfaces, it requires unfavorable to the larger valves. The test
potential power of the locomotive, which good lubrication. On the other hand the received much publicity and it was not long
insures a marked increase in train load- poppet valve, owing to its short intermit- before some of the railroads were applying
speed capacity by increasing the mean tent lift, as contrasted with the travel of the smaller valves to their locomotives.
effective pressure through: piston valve and its rings, does not need
lubrication except for its stems. In addi- Most of the valve experts opposed the
1. Separation of valve events, tion to this, the combined weight of the practice, but even in spite of this a number
so that admission, cutoff, multiple poppet valves to be moved at one of railroads adopted the smaller twelve-
release and compression time is much less than that of a single pis- inch valve as standard. Until high pres-
are independently controlled. ton valve. All of which reduces the power sure and high superheat came along to
required for operation and permits an im- improve steam flow, large cylinder engines
2. Absolutely fixed valve events provement in the machine efficiency of the were definitely crippled by the inability of
at all speeds and all cutoffs. locomotive. twelve-inch valves to pass steam in suffi-
cient volume to maintain the mean effec-
3. Larger inlet and exhaust passages Another undesirable characteristic of the tive pressure at higher speeds. In another
and improved steam flow. piston valve is its inability to establish com- respect the piston valve has been unfa-
munication between both sides of the pis- vorably criticized. And that calls for a brief
4. Reduced cylinder clearance ton when drifting. Consequently, unless discussion of short cut off operation as it
volume. the engine is equipped with an effective applies to both piston and poppet valves.
drifting device such as the Wagner, steam
5. Increased mechanical efficiency, has to be employed to break the vacuum. Regardless of the fact that the truly in-
obtained by reduced weight of In contrast to this, when either the intake herent economy of high pressure, high
moving masses, reduced friction or exhaust valves are held open, poppet temperature steam is expansive working,
and elimination of carbonization. valves provide a full-size by-pass from one there is reason to question the practical-
end of the cylinder to the other. A device ity of using cutoffs shorter than 15 or 20
Having emphasized the advantages of the to hold the valves open, and a control from percent of the stroke. Suffice it to point
Franklin system we will now pass to a brief the cab, is all that is required to give free out that extremely short cutoffs, that is in
discussion of the merits and demerits of running with the throttle closed. the range higher than 15 per cent, there is
the piston valve. This seems necessary in Nothing did more to put the piston valve in an abnormal ratio of peak to mean piston
order to make a final appraisal of the sys- an unfavorable light than the small-valve load. That is to say there is a wide vari-
tem employing poppet valves. An eminent vogue that started some years ago. The ation in the pressure against the piston
steam authority stated the case for the practice got underway when an eastern throughout the stroke with the greatest
piston valve when he said that the piston
valve has survived through its peculiar fit-
ness, which makes it particularly well suit-
ed to American locomotive service. Why
this is true can be summed up by saying
that the combination of mechanical sim-
plicity and desirable operating characteris-
tics result in outstanding reliability and low
maintenance. To continue, let us consider
the shortcomings of this valve.

The principal objection raised by critics to
the use of the piston valve is that after as-
sembly it is in reality a single unit with fixed
dimensions, which precludes exact control
of valve events for various speeds and

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thrust at or near the dead center points Franklin system, Type A, is not suitable for at these test results impartially it is hard
where the power impulses have no effect cutoffs shorter than 15 per cent. to escape the conclusion that the piston
so far as rotating the wheels is concerned. Turning attention now to the actual test re- vale engine in this case was badly hand-
sults obtained from locomotives equipped icapped through the use of small-size
It has always been contended by the pro- with the Franklin system, it can be said at valves in connection with large cylinders,
ponents of poppet valves that the piston the outset that the performance data from and because of restrictions in steam pas-
valve is out so far as short cutoff opera- the test plant are very impressive. As pre- sages.
tion is concerned. That may be true if the viously noted, the first engine tested was
higher range were practicable, but if 15 a PRR class K-4 with large cylinders (27” Passing on to a more recent Franklin sys-
or 20 per cent is all that is required then by 30”) and 205 pounds boiler pressure. tem test we find that in this case the loco-
it is possible to arrange the piston valve For comparison, a similar K-4 with stan- motive was of a completely new design.
for the purpose. Actually, much depends dard equipment was selected, the stan- Designated by the PRR as class T-1, it is
on the control of the negative pressures, dard equipment included small-size piston of the 4-4-4-4 type. Before examining the
particularly pre-admission. Bearing in valves (twelve-inch) and short travel valve test data let us consider some of the de-
mind that radial valve gears increase the gear. Moreover, it should be pointed out sign features which contributed to the out-
pre-admission as the cutoff is shortened, that the Franklin system engine got the standing performance. Unquestionably,
the problem is to find means of reducing it. benefit of an improved type of super- what had the most bearing on the results
Two expedients are available: one is to re- heater along with a new header includ- was the high boiler pressure and high su-
duce the lead, the other is to increase the ing a multiple throttle, larger dry pipe and perheat combined with four small diam-
steam lap. A combination of both would larger steam pipes. Then besides, the eter cylinders. This combination creates
be required in some cases. To be sure, new poppet valve cylinders incorporated an ideal condition for getting high mean
compression must be controlled also, and increased steam chest volume and larger effective pressure in the cylinders by vir-
that would call for a judicious use of ex- exhaust passages. All of these changes tue of the fact that small cylinders make it
haust clearance. improved the steam flow from the boiler to possible to improve greatly ratios between
the exhaust nozzle. port and piston areas. Next important fac-
The opinion has been advanced frequent- tor is the unusually large steam passages
ly that poppet valves are the answer to On the basis of comparison with the pis- that were provided to lower the pressure
short cutoff operation. Granted that pop- ton valve engine the franklin system loco- drop from the boiler to the cylinders. This
pet valves operated by rotating cams can motive showed a marked improvement in is equivalent to higher boiler pressure.
be arranged for very short cutoff oper- performance. For example, the results
ation, we doubt very much that this can show an increase in cylinder horsepow- To continue, let us take a brief look at
be accomplished with the Franklin system er of 16.2 per cent at 40 mph, 17,1 per the test results. The maximum indicat-
employing oscillating cams. As proof of cent at 60 mph, 22 per cent at 85 mph, ed horsepower (6552) was obtained at
this assertion, the drive for the oscillating and 46.8 per cent at 100 mph. Turning to 85.5 mph with a cutoff of 25 per cent, and
cams is derived from a link motion which the economy aspect, here again the su- steam consumption of 15.4 per indicated
has the same inherent characteristics periority of the poppet valve engine is ev- horsepower hour. Viewed from any stan-
as those used to operate piston valves. ident. Based on steam consumption per dard of comparison these results show
Hence, pre-admission increases to the indicated horsepower hour, the decrease exceptionally high efficiency. What is par-
same extent. It must be conceded, how- for the poppet valve engine was 17.5 per ticularly noteworthy is the speed of 85.5
ever, that the Franklin system gives a bet- cent at 60 mph, 20 per cent at 85 mph, mph at which the maximum power output
ter control of compression by virtue of its and 27 per cent at 95 mph. When we look was obtained; also the fact that at the top
double link arrangement. At any rate the speed of 100 mph maximum power dimin-

332

ished but slightly. Scarcely less striking ton valves actuated by a long travel ra- a 50 per cent cutoff, and 50 per cent is
is the economy as indicated by steam dial valve gear of modern design, the ar- the cutoff most used for acceleration.
consumption. To be specific, the min- rangement of which was worked out by a Likewise in heavy freight service it is fre-
imum water rate was 13.6 pounds while top-flight valve specialist to get the best quently necessary to employ cutoffs in
developing 5000 cylinder horsepower at a possible steam distribution. the 50 per cent range. Hence it is small
speed of 76 mph and 20 per cent cutoff. wonder that wide lap engines are partic-
Now a word as to the maximum capacity Because the NYC does not have test ularly effective in freight service.
of the boiler; it was 105,475 pounds of wa- plant facilities the S-1 was subjected to a
ter per hour at a speed of 100 mph and 20 complete dynamometer car test conduct- To conclude, let us briefly sum up the
per cent cutoff, and a corresponding coal ed under regular road conditions of oper- case for the Franklin system. Theoretical-
consumption of 23,025 pounds per hour. ation. Explain it as you will, this piston ly, and in some respects from a practical
valve equipped S-1 engine, developed standpoint, the advantages offered by the
Having examined the best performance 6600 maximum cylinder horsepower at poppet valve arrangement are impres-
ever recorded by a locomotive equipped the unusually high speed of 85 mph with sive. Yet the fact remains that when the
with the Franklin system, we will now 275 pounds boiler pressure; and 6900 performance of a Franklin system engine
turn to a consideration of what is prob- maximum cylinder horsepower at 85 is compared with one having a refined pis-
ably the most efficient engine ever con- mph when the boiler pressure was raised ton valve arrangement, there is not much
structed with piston valves. We refer to to 290 pounds. That the piston valves on to be said in favor of the former. Per-
the New York Central Railroad’s 4-8-4 this engine are capable of utilizing all the haps in the upper brackets of the speed
dual-type class S-1 locomotives, which steam the boiler can produce is shown range, that is, between 85 and 100 mph,
have chalked up a rather remarkable per- by the exceeding high evaporation rate the Franklin system locomotive will out-
formance record. Notwithstanding that at maximum capacity output. Incredible perform a like piston valve engine. But
the S-1 is of conventional design as far as it may seem, it was 116,000 pounds the question immediately arises: Is this
as cylinders and wheel arrangement are of water per hour with a corresponding of very much importance? The answer is
concerned, it incorporates many capac- coal consumption of 17,500 pounds per probably “no” for the reason that it is now
ity increasing design features. These hour. All of which goes to show that the quite general practice to limit the speed of
include high boiler pressure and high piston valve, if properly arranged by ex- steam locomotives to about 80 mph. Fur-
superheat, enlarged steam passages perts, does not restrict the capacity of a thermore, there is good reason to doubt
for better steam flow from boiler to cyl- locomotive. that the rather delicate mechanism of the
inders, and improved front end arrange- Franklin system will stand up under sus-
ment to increase flow of gases, thus Perhaps a word should be added about tained speeds of 100 mph. And, finally, let
effecting a reduction in back pressure. acceleration. In acceleration tests the it be said on behalf of the piston valve that
From a capacity standpoint the PRR T-1 S-1 showed marked ability to accelerate it does not require precision workmanship
and the NYC S-1 are comparable. Not to rapidly. This is not at all surprising be- and is a simple rugged device with a re-
be overlooked, however, is the fact that cause the wide lap valve arrangement markable adaptability.
the S-1 employs large-size, wide lap pis- gives its very best steam distribution at

333

The following article by Newton Rossiter appeared in the
May 1995 edition of Branchline magazine and is used with
permission from the Bytown Railway Society. The article
is reproduced verbatim. My thanks to the Bytown Rail-
way Society for their permission to reprint this interesting
and informative first person account from the golden age
of steam locomotive operation on the New York Central
Railroad.

Riding the Cab of a tion for the larger American steam power cago, to Elkhart, Indiana, over the double-
Mighty Niagara as well as our own. track Western Division.
New York Central’s
Finest in Steam In the late 1940s and 1950s, I held pass After signing the release papers exoner-
privileges that enabled me to make sever- ating the railroad from any liability of my
By NEWTON ROSSITER al protracted trips to the USA in the quest being injured or killed while being on their
of the declining steam locomotive. During equipment or property, I was given the
Events about to be related took place my 1950 trip, which included that great particulars of the train and engine number
nearly 45 years ago, but shall always live mecca of Pennsy steam power, Crestline, which I was to ride. The train was to be
on in memory. This story regards a ride Ohio, (the T-1, Q-2, J-1 and K-4 classes No. 46, the “Interstate Express”, due to
taken aboard a New York Central 6000 were still active), I arrived at Cleveland. I leave at 5:55 pm. The locomotive, to my
class Niagara (4-8-4) type steam locomo- was to contact the NYC Superintendent’s great surprise, was none other than my
tive on June 23, 1950, between Cleve- office, located in the Cleveland Union old friend 6017.
land, Ohio, and Buffalo, New York. Terminal building, to make arrangements
for a cab ride on a 6000 class engine to Before continuing the account of the cab
This is not an analytical account of the run Buffalo. I might add that this was not the ride, I will give a brief run-down on some
such as the noted British train timers Ce- first time the railroad had granted me an of the Niagara’s more interesting features.
cil J. Allen or O. S. Nock would put forth. engine pass to ride a Niagara. Two years Among the array of gauges on the back-
I made no record of the time or perfor- previously, permission was given to ride head was a double faced boiler pressure
mance of the locomotive during the 175 engine 6017 on train No. 22, the “Lake- gauge which made for easy reading by
mile trip. Rather, this is a nostalgic look shore Limited”, from LaSalle Street, Chi- the crew; it glowed with a green lumi-
back to an unforgettable experience ac-
corded few rail fans. I hope this discourse
will adequately describe the feelings of an
observer of the great aura steam held for
those who came under its spell.

At this time, I was employed by the CPR
as a boilermaker’s helper at John Street
Roundhouse in Toronto, occasionally
working on the famous NYC Hudsons that
were pooled with CPR and TH&B power
on the Toronto-Buffalo run. The Hudsons
has always intrigued me from my boyhood
days on the farm at Oakville where I ob-
served them passing at full speed. Being
a rail fan of long standing, I had an affec-

334

nous light. A large single chime air horn the pilot bars. The stack was particular- and water which could blow out the ten-
was mounted on the engineer’s side, just ly squat, standing a mere seven inches der walls, large vents were situated along
ahead of the cab. This raucous sound- above the smoke box shell, hidden behind the bottom of the water compartment. It is
ing horn seemed to be the preference the Worthington feedwater heater. The interesting to note that while the engines
of the enginemen over the lower decibel entire engine and tender rolled on Timken were built by Alco, some of the tenders
standard NYC steam whistle. The high roller bearings, including all side rods and were built by Lima.
capacity boiler was the largest in diameter valve motion.
that NYC clearances would permit, con- Those acquainted with the Cleveland
sequently a slotted dry pipe was utilized The super centipede tender was a mas- Union Terminal layout in steam days will
for steam collection rather than the con- terpiece of design. Its foundation was a know electric power was used in the ter-
ventional dome. The boiler was designed cast steel bed riding on a total of fourteen minal area as well as west to Linndale
for a working pressure of 290 lbs, using wheels, a four wheel lead truck and a and east to Collinwood. As my trip was
75” driving wheels. However, after tests group of ten rigid wheels. This arrange- eastbound, I was instructed to board the
of the prototype engine, No. 6000, it was ment allowed the engine, which had a headend car of No. 46 and detrain at QD
decided to operate them at 275 lbs, using total wheelbase of just over 97 feet, to tower, Collinwood, where the electric mo-
79” drivers with a slight increase in cylin- be turned on the 100 foot turntables that tor was detached and steam coupled on.
der diameter. The low profile sandbox of were the longest on the system. The ten- The conductor had arranged to let me off
small capacity was supplemented by two der springs rode on a combination of rub- when we stopped at the tower.
rectangular tubes running down the sides ber and steel pads, making for superior
of the boiler under the jacket to boxes riding qualities. The coal capacity was 46 Detraining, I waited in eager anticipation
mounted under the running boards. This tons, the largest ever carried by a steam for 6017 to appear. After the electric pow-
larger boiler also dictated the placement locomotive. The water capacity was er cleared the train, a huge centipede
of various auxiliary devices at a low level 18,000 gallons which was replenished en tender hove into sight but my enthusiasm
such as the headlight dynamo, which was route by means of a water scoop lowered started to wane. Instead of the Niagara,
located behind the right rear driver with its by air pressure into track pans. The NYC a J-3 Hudson appeared. At that moment,
exhaust piped into the ashpan. The bell had developed a high speed water scoop I was very disappointed. I thought to my-
was situated behind the pilot also on the capable of picking up water at 80 mph. self that I could ride a NYC Hudson almost
right side. It could just be seen through To dissipate the tremendous inrush of air anytime out of Toronto, but not an S-1

335

6000 class which was mostly captive on The brake test was soon completed and examine the stoker distributing plate, the
the Harmon to Chicago main line. we were under way. The staccato bark fire was an incandescent, pulsating infer-
of the exhaust was sheer ecstasy as we no. The cab was a cacophony of noise.
As the J-3 coupled on, I approached the threaded our way out of the yard to the Perhaps I should say a symphony of
cab and learned from the engineer that a famed four track “Water Level Route” sound for those who love steam, the roar
change had been made in the engine as- speedway with its long tangents and of the exhaust, the rumble and hiss of the
signment. The 6017 had been reassigned sweeping curves. It was a veritable race stoker, the blare of the sonorous air horn,
to a mail train which was standing a few track of heavy steel and crushed stone. the clatter of the apron plate, plus the rush
tracks over. He told me to wait at the This would be a ride to savor and remem- of the hurricane wind by the open cab.
headend of it as the engine would soon ber, I thought. Several long westbound freights were
back down. Here was a bit of a dilemma, passed, also two passenger trains neither
my engine pass called for train No. 46, the As we gathered speed on the inside high of which were the famous named fleet, as
conductor of which held my transportation speed eastbound track, the smoke of No. they ran late at night and early morning
pass and my baggage was also aboard. 46 was seen in the distance. Gradually, out of Buffalo.
our great Niagara, with the bit in her teeth,
I made the snap decision to stick with steadily overcame the passenger which We arrived at Ashtabula to take on mail.
6017. Come what may, that was my en- was running on the outside main. Quickly It was here that Frank intimated to me
gine. I thanked the J-3’s engineer and coming abreast of the hard working Hud- how much he loved steam. He told me
headed across the tracks just as the epit- son, salutes were given with gauntleted he could have been a wealthy man had
ome of NYC steam power appeared and gloves and No. 46 was soon receding out he accepted a friend’s offer to join him in
coupled onto 13 mail cars and a tailend of sight as we settled down to a steady 80 a partnership of a Chicago plumbing firm.
coach for the train crew. I walked toward mph to 90 mph pace. The passenger train However, he declined the offer because
the magnificent giant, a locomotive that had seven stops to make as against our he enjoyed running Niagaras too much as
had run the well known comparison tests two, at Ashtabula, Ohio, and Erie, Penn- he pointed to 6017’s backhead. Spoken
with Diesels on passenger, and had lost sylvania. like the true gentleman of steam which he
out by a very slim margin. At the locomo- was.
tive, I threw my overall role up onto the Thundering along the open road with
deck and climbed into the spacious cab. clear signals all the way, a beautiful June Getting under way again, our next and
sunset was giving away to dusk. With last stop was Erie, 41 miles to the east.
Introducing myself to engineer Frank the powerful air horn blaring for the lev- Crossing the northern tip of Pennsylvania,
Keith and his fireman, I explained about el crossings, the staccato bark of the ex- water was scooped from the Springfield
the mix up of power and trains. Mr. Keith haust had become a steady roaring purr. track pans. The Erie Division, over which
read my letter of authority and smiled. He Leaning far out of the cab window, the we were traveling, had four track pan
told me not to worry but to put my overalls hurricane wind stream biting the face, you locations: Painesville, Ohio; Springfield
on and take a seat. He said that we would could discern the blur of the massive roller Pennsylvania; Westfield and Silver Creek,
soon overtake No. 46 around Willoughby bearing side rods caught in the glow of the New York. The length of the pans varied
and that I might have a bit of a wait for my setting sun. Wayside stations loomed up from 1,400 feet to 2,500 feet.
baggage at Buffalo. I pulled on my denim for an instant and were enveloped in a pall
overalls, smock and cap and also a pair of of grey smoke as we slammed by. The fireman called me over to demon-
goggles to protect my eyes from the fine strate the procedure for picking up water
cinders which fly back in the wind stream This was steam railroading at its ulti- on the fly. Racing along the pan, a spray
from a fast hard working engine. The fire- mate! The fireman maintained the boiler of water issued forth from the scoop’s
man, whose name I have forgotten, also pressure right on the mark at a steady contact with the water. Near the end of
made me welcome as he helped me open 275 pounds, with the standard HT stok- the pan, water gushed from the large
the sticky drop window beside the brake- er working at capacity to feed the hungry vents indicating the tender was nearly full.
man’s seat. 101 square feet of grate area. The fire While standing and moving about on the
door was cracked open for a moment to swaying deck, I was able to note the ex-

336

cellent riding qualities of a roller bearing We passed Athol Springs, one of our pho-
engine, as the old saying goes, she rode to stamping grounds. There were only a
like a Pullman. few miles left to this memorable experi-
ence. I found myself wishing that I could
As we pulled into Erie, the fireman sug- continue the 400 miles to Harmon. Buffa-
gested that Frank should grab his grip lo Central Terminal was soon reached and
and hop off as it was the engineer’s home. we pulled into a platform next to a wall,
The fireman said that he would run the en- thus emphasizing the Niagara’s huge pro-
gine to Buffalo and I could fire her. This portions. Awaiting us was the relieving
was a tongue in cheek joke that got a big engine crew which would take over for
laugh all around. When Frank reached their part of the run to Syracuse.
Buffalo, he would deadhead home on the
next westbound train. So ended the speediest engine ride I have
ever experienced. All I had to do was wait
Blasting through Westfield, we were now for No. 46. It arrived in Buffalo at 10:00
in New York State and, shortly, Dunkirk pm, thus giving me a 90 minute wait for
came into sight. This city was the home my baggage.
of the old Brooks Locomotive Works that
was part of Alco. The legendary Union After the main line became dieselized, the
Pacific 9000 class 4-12-2 type engines Niagaras were relegated to secondary
were built there in the late-1920s. Fol- main lines such as the Big Four. The last
lowing their completion, the Works was Niagara in service was No. 6015 which
closed in 1928, Alco’s last satellite plant. ran until July 1956. Sadly, the NYC man-
agement were not historically minded and
We now paralleled the Nickel Plate line, scrapped the whole class. The beautiful
thus providing another thrill as we over- cast aluminum front number plate of the
took and passed an eastbound freight. 6016 (unfortunately 6017 was unavail-
On the point was a 700 class 2-8-4 Berk- able) rests on my den bookcase, a con-
shire, moving along in full stride. It was stant reminder of the glory days of the
probably one of the NKP’s highball mani- mighty Niagara.
fest freights from Chicago.

337