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HO-Scale #562 in HO-Scale – Page 35 by Thomas Lange Page 35
st 1 Quarter 2021 Volume 11 Number 1 _____________________________ On the Cover of This Issue Table Of Contents Thomas Lange Models a NYC Des-3 Modeling A NYC DES-3 in HO-Scale #562 In HO-Scale – Page 35 By Thomas Lange Page 35 Modeling The Glass Train By Dave J. Ross Page 39 A Small Midwestern Town Along A NYC Branchline By Chuck Beargie Page 44 Upgrading A Walthers Mainline Observation Car Rich Stoving Shares Photos Of His By John Fiscella Page 52 Modeling - Page 78 From Metal to Paper – Blending Buildings on the Water Level Route By Bob Shaw Page 63 Upgrading A Bowser HO-Scale K-11 By Doug Kisala Page70 Kitbashing NYCS Lots 757-S & 766-S Stockcars By Dave Mackay Page 85 Modeling NYC “Bracket Post” Signals in HO-Scale By Steve Lasher Page 89 Celebrating 50 Years as the Primer Railroad Historical Society NYCentral Modeler From the Cab 5 Extra Board 8 What’s New 17 The NYCentral Modeler focuses on providing information NYCSHS RPO 23 about modeling of the railroad in all scales. This issue NYCSHS Models 78 features articles, photos, and reviews of NYC-related Observation Car 100 models and layouts. The objective of the publication is to help members improve their ability to model the New York Central and promote modeling interests. Contact us about doing an article for us. [email protected] NYCentral Modeler 1st Qtr. 2021 2 New York Central System Historical Society The New York Central System Central Headlight, the official Historical Society (NYCSHS) was publication of the NYCSHS. -
An Examination of the Technology That Evolved from the Rogers Locomotive & Machine Company, Paterson, NJ
Northeast Historical Archaeology Volume 4 1974 Symposium on Industrial Archaeology, Article 4 Paterson, N.J. 1975 An Examination of the Technology that Evolved from the Rogers Locomotive & Machine Company, Paterson, NJ Ralph J. Leo Follow this and additional works at: http://orb.binghamton.edu/neha Part of the Archaeological Anthropology Commons Recommended Citation Leo, Ralph J. (1975) "An Examination of the Technology that Evolved from the Rogers Locomotive & Machine Company, Paterson, NJ," Northeast Historical Archaeology: Vol. 4 4, Article 4. https://doi.org/10.22191/neha/vol4/iss1/4 Available at: http://orb.binghamton.edu/neha/vol4/iss1/4 This Article is brought to you for free and open access by The Open Repository @ Binghamton (The ORB). It has been accepted for inclusion in Northeast Historical Archaeology by an authorized editor of The Open Repository @ Binghamton (The ORB). For more information, please contact [email protected]. In Examination of the Technology that lvolved from the Rogers Locomotive & Machine OompanJ, Paterson, I.J. Ralph J.Leo IN TROD UCTION when early canals wer'e still under con struction, several pioneers became inter ested in the railroad as the possible Until 1815, the southern agricultural primary transportation source for America plantations, northern iron plantations, (Taylor 1951 : 76). Already, some 100 and small community-oriented sawmills years earlier in Britain, Thomas Savery and gristmills supplied services and pro and Thomas Neucomens bad perfected the ducts on a very small scale (Taylor 1951: modern type of stationary steam engine; 5-6 ). When population increase and in within 50 years it had been improved flux required increased production of steadily and used regularly for power in the basic necessities, horne industry no mining operations. -
Original Web Bulletin Board System
Original Web Bulletin Board System Tony’s Train Exchange March 3, 2008 Tony’s Train Exchange http://TonysTrains.com Pinewood Plaza 57 River Rd, Suite 1023 Essex Jct VT 05452 Voice: 800-978-3472 (USA and Canada) Voice: +1-802-878-5005 (Worldwide) Fax: +1-802-878-5550 Contents Turntable Wiring ............................................................................. 16 Turntable Wiring ............................................................................. 16 Re-motoring Athearn RTR SD40 ..................................................8 Super Service................................................................................... 17 Decoder for Proto2000 E8/9 loco ..............................................8 Tony ..................................................................................................... 17 NCE .........................................................................................................8 How to get through to Tony?..................................................... 17 Proto2000 0-6-0 tender .................................................................8 dcc for tortoise ................................................................................ 17 Proto 2000 GP-9 Phase III Pilot ..................................................8 Reverse Loop ................................................................................... 17 UR91 ......................................................................................................8 Shipment Time .............................................................................. -
Locomotive Blast Pipes and Ch Imn Eys
328 JOURNAL Or THE ISHT. OF LOCO. ENGIXEERS. LOCOMOTIVE BLAST PIPES AND CH IMNEYS. Pr9.r red before thc Znttitution by Mr. J. MAXWELL DUNN, Graduk, London, Norember 24th, Z917. PAPER No. 56. In this paper the author feels that he is, to a certain extent, re-opening a somewhat,neglected field of investiga- tion. In the comparatively early days of railways, several experiments were conducted with a view to ascertaining the most advantageous proportions, etc., for the draught pro- ducing apparatus, but of late years, in spite of the great increase in the loads that have to be hauled and the speeds that have to be maintained, this important subject seems to have been almost entirely neglected. For the sake of clearness the paper has been divided into two parts, viz. :- I. The Blast Pipe. 2. The Chimney and Petticoat Pipe. r.-THE BLAST PIPE. The obiect of the blast pipe is to utilise the waste exhaust steam from the cylinders for the production of an artificial draught, which will cause a rapid combustion of the fuel in the firebox, and on this the good steaming of the engine depends. Its origin is somewhat obscure, for although, in 1803, Richard Trevithick built the first engine in which the exhaust steam from the cylinders was turned into the chimney, it is not generally thought that he realised the advantages attendant on the use of the steam blast, and he cannot therefore be said to have been the inventor. It is interesting to note, however, that in 1827 Hackworth’s “ Royal George ” was fitted with a blast pipe in the chimney, which was provided with a contracted orifice, Fig. -
CANADIAN RAIL Postal Permit No
42 ISSN 0008-4875 CANADIAN RAIL Postal Permit No. 4006662t PUBLISHED BI-MONTHLY BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION TABLE OF CONTENTS 75th ANNIVERSARY OF NORTHERN TYPE LOCOMOTIVES IN CANADA ................... FRED ANGUS ............................... 43 THE MIGHTY NORTHERNS OF CANADIAN NATIONAL RAILWAyS ............................. .. PETER MURPHy......................... .. 47 CNR CLASS U-2-a AND U-2-b (6100-6139) ....................................................................... .. 48 CNR CLASS U-2-c (6140-6159) ........................................................................................ ..... 58 CNR CLASS U-2-d (6160-6164) ............................................................................................ .. 60 CNR CLASS U-2-e AND U-2-f (6165-6189) ........................................................... .............. 62 CNR CLASS U-2-g (6200-6234) ............................................................................................ .. 67 CNR CLASS U-2-h (6235-6264) ............................................................................................. 72 CNR CLASS U-4-a (6400-6404) ................................................................. ............................ 74 GTW CLASS U-3-a AND U-3-b (6300-6336) ........................................................................ 76 GTW CLASS U-4-b (6405-6410) ............................ ............... .................................................. 77 CPR CLASS K-1-a (3100-3101) ...................................... -
Rail Accident Report
Rail Accident Report The blowback of a locomotive fire at Grosmont on the North Yorkshire Moors Railway 16 April 2006 Report 04/2007 January 2007 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2007 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. The blowback of a locomotive fire at Grosmont on the North Yorkshire Moors Railway 16 April 2006 Contents Introduction 5 Summary of the report 6 Key facts about the incident 6 Immediate cause, contributory factors, underlying causes 7 Severity of consequences 7 Recommendations 8 The Accident 9 Summary of the accident 9 The parties involved 9 Location 10 The locomotive 11 Events preceding -
RMQ Fall2004 Real Issue
railway museum quarterly TRAINLINE Number 8 Published cooperatively by the Tourist Railway Association Spring 2012 and the Association of Railway Museums Oh, yeah. Union Pacific E8 #942 shines in new paint at Orange Empire Railway Museum, following a multi-year restoration. Trailing it is a newly painted 4-car consist of Pullman sleeper National Scene (Pullman-Standard 1956), diner-buffet-lounge #4051, (Pullman, 1928), later modernized, parlor car #1530 (Pullman 1924), modernized 1954, and chair car #542 Requested (Pullman, 1926), rebuilt 1950. Service Address Marty Bernard photo. PERMIT NO. 1096 NO. PERMIT TWIN CITIES, MN CITIES, TWIN Confers, GA 30012 GA Confers, PAID 1016 Rosser Street Rosser 1016 U.S.POSTAGE PRSRT. STD. PRSRT. ARM 2 3 ASSOCIATION OF RAILWAY MUSEUMS TOURIST RAILWAY ASSOCIATION The purpose of the Association of Railway Museums is to The Tourist Railway Association, Inc. is a non-profit lead in the advancement of railway heritage through corporation chartered to foster the development and education and advocacy, guided by the principles set forth in "Recommended Practices for Railway Museums" and operation of tourist railways and museums. incorporated in other best practices generally accepted in the wider museum community. TRAIN Membership ARM Membership Membership is open to all railway museums, tourist Membership in the Association of Railway Museums is open railroads, excursion operators, private car owners, railroad to nonprofit organizations preserving and displaying at least related publishers, industry suppliers and other interested one piece of railway or street railway rolling stock to the public persons and organizations. TRAIN, Inc. is the only trade on a regularly scheduled basis. -
The Frisco Employes' Magazine, June 1930
EFFICIENTT RANSPORTATIOI" EVERY DAY OF THE YEAR Momm transportation has three con- mobile engineering and manufacturing. Hundrh mandments; first, safety; second, comfort; third, of other men constantly are using harsh ar being able to make time. These commandments drastic tests - checking and re-checking eve; apply to automobiles as well as to railroads and part that goes into any Chrysler Motors prod^ airplanes, and every Chrysler Motors product- to assure that it will uphold the integrityimplit from the highest-priced to the lowest-priced-is by Chryler Standa rdired Qzm lity. designed to keep them. And as to being on time!-if you like to "whe The utmost in safety can be assured only by 'em" over the bad stretches or "let 'er roll" c utzifarrnly high quality. A large group of research the smoothest highway, you'll find thesecarsquie experts is employed by Chrysler Motors to the seemingly without haste; eager to go at eve: end that this will be attained by every car on touch of the throttle; agile in traffic - and c the list. Maximum of comfort, too, is one time with a maximum of safety! There of the' aims of their research. These swift, sure, efficient transportati~! experts continually are seeking new every day of the year in any Ch'yslt materials, designs and methods of auto- Motors product. All branches 011 rhe same rree; all growirrg on! o/rAe Chryrl~rroo1 prinriple o/Srandard;zed Qtraliry CHRYSLER MOTORS CHCYSLER IMPERIAL CHRYSLER "77" CHRYSLER "70" CHRYSLER "66" NEW CHRYSLER SIX . DODGE BROTHERS SIXES AND EIGHTS DE SOT0 STRAIGHT EIGHT NEW DE SOT0 SIX PLYMOUTH DODGE BROTHERS TRUCKS, BUSES AND MOTOR COACHES FARGO COMMERCIAL VEHICLES CHRYSLER MARINE ENGINES ! W. -
Class L2d (Converted) 2998 at Wesleyville, Pa
Class L2d (converted) 2998 at Wesleyville, Pa. main line coal dock, October 1948. Engine faces east. Tenders on the 2995 and 2998 were unique, passenger style collars, no overflow control. Note Union Steel Casting Co. Web Spoke driving wheel centers. Photo by H. L. Vail, Jr. - 10 - The Late Mohawks T. R. Gerbracht I would like to describe and review the performance Southern 2-10-4 Texas type locomotives which were de of the "late" Mohawks obtained by the New York Cen livered in 1937-1938 ran with 310 psi, the highest boiler tral, and acquaint readers of the Central Headlight pressure ever used for a conventional radial stay loco with the characteristics and the performance of these motive boiler. The New York Central's L2d's ran at 225 fine locomotives, which were obtained by the New York psi, the same as the J1 Hudsons. The use of higher Central starting in 1940. I have also included a table of boiler pressure implied higher boiler maintenance cost, weights and dimensions of the L3's and L4's, which but the feeling in motive power circles was that the demonstrate the evolution of the Mohawk type on the greater steam energy provided by the higher pressure Central from the late 1920's to the final design, which resulted in a savings in fuel and water. The higher boiler was produced in 1943-44. It is significant that there pressure meant that locomotives could be run at shorter were very few 4-8-2 type locomotives built after the cutoffs, with resultant savings in coal and water.