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Norfolk and Western Class J (1941)
Class of 14 American 4-8-4 locomotives From Wikipedia, the free encyclopedia
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The Norfolk and Western J class was a class of 14 4-8-4 "Northern" streamlined steam locomotives built by the Norfolk and Western Railway (N&W) at its Roanoke Shops in Roanoke, Virginia, between 1941 and 1950. The most powerful 4-8-4 locomotives ever produced, the J class were part of the N&W's "Big Three" (along with the class A and Y6 freight locomotives) that represented the pinnacle of steam technology.
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They were built to pull N&W's named passenger trains on the N&W main line between Norfolk, Virginia, and Cincinnati, Ohio; they also ferried the Southern Railway's passenger trains between Monroe and Bristol, Virginia, until these trains were taken over by diesel locomotives in the summer of 1958. The class J locomotives were subsequently reassigned to haul local freight trains; all but one were retired and scrapped by the end of October 1959.
The lone exception was No. 611, which was donated to the Virginia Museum of Transportation (VMT) in 1962. It has been restored twice: once as part of the Norfolk Southern Railway's (NS) steam program in 1982, and again as part of the VMT's Fire up 611! campaign in 2015.
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History
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Background and concept
In the late 1930s, the Norfolk and Western Railway's (N&W) K2 and K2a 4-8-2 "Mountains" were reaching their limit and could not handle the rising passenger traffic after the Great Depression abated, so the N&W opted for a more powerful and fancy-looking passenger steam locomotive.[3][4] The N&W mechanical department team originally considered a class N 4-8-4 type, but deemed its 63 in (1,600 mm) driving wheels inadequate for the N&W's railway grades.[3][5] N&W mechanical engineer H.W. Reynolds redesigned the drivers' diameter to a 70 in (1,778 mm) design that could be counterbalanced against wheel slippage.[3][6]
In late 1940, N&W passenger car supervisor Franklin C. Noel originally drew a design, which was based on the Southern Pacific GS class, but the N&W officials rejected it to be "too plain".[7][8] Noel reproposed the design with an almost similar specification to the streamlined New York Central Hudson, but was rejected again for being "too fancy".[7][8] On the third and final concept, Noel developed the class J bullet-nosed design to give the locomotive smoothness and beauty along with speed, power, and dependability.[3][7] His wife Louise suggested painting the locomotive black with a Tuscan red stripe wrapped with golden yellow linings and letterings.[3][9] The N&W officials were satisfied with the final design and considered it to be the most beautiful streamlined steam locomotive ever.[7]
Construction and design changes
In the summer of 1941, the first of the J class, No. 600 was erected at the N&W's Roanoke (East End) Shops in Roanoke, Virginia, and completed on October 20.[11] It sported a streamlined pilot with a retractable coupler that could horizontally swing out, a bullet-shaped nose with an enclosed headlight mounted into the nose, and a skyline casing that encased the smokestack, sand dome, steam dome, bell, whistle, and safety valves on top of the boiler.[9] Among the running boards, there was a broad skirting mounted from the cab and firebox sides forward over the cylinders, then narrowing as turned into the pilot.[9] The class J tender is a 22D-type, which holds 26 short tons (52,000 lb) of coal and 22,000 US gallons (83,000 L) of water.[12][13] This would later change to 35 short tons (70,000 lb) and 20,000 US gallons (76,000 L), respectively due to multiple water stops on the N&W mainline in the mid-1940s.[12][14] No. 600 was equipped with Timken roller bearings and lightweight reciprocating parts on its axles, rods, pistons, crossheads, valve gear, and wrist pins, which provided the locomotive a smooth run and quicker acceleration.[9] It was also equipped with a Hancock long-bell 3-chime "steamboat" whistle.[15][16][17]
The Roanoke Shops built four more locomotives; No. 601 on November 17; No. 602 on December 8; No. 603 on December 24; and No. 604 on January 27, 1942.[18][19] No. 602 was equipped with a trailing truck booster, which increased starting tractive effort from 73,300 lbf (326.05 kN) up to 85,800 lbf (381.66 kN).[19] In December 1945, No. 602's booster was removed for easier maintenance.[17][20] The result was an increase in the starting tractive effort of the main engine to 80,000 lbf (355.86 kN) (rendering the booster on No. 602 superfluous), and an increase in maximum drawbar horsepower from 4,700 hp (3,500 kW) to 5,100 hp (3,800 kW) at 40 mph (64 km/h).[21] Nos. 600–604 cost the N&W $167,000 apiece.[3] Because of their presence, the class J locomotives became the poster of N&W's advertisements.[22] They were built with automatic lubricators at 220 points, allowing them to operate up to 1,300 miles (2,100 km) between refills.[1][22]
The second batch of six locomotives, Nos. 605–610, was delivered in 1943 at a cost of $168,550 each without streamlined casings and lightweight side rods, due to the limitations on the use of certain materials during the war; classifying them as the J1s.[23][24] Unlike the previous batch, which were equipped with multiple-bearing crossheads, the second batch were built with alligator types as the N&W felt they were more satisfactory.[17] In 1944, the N&W were allowed to reclassified the J1s as Js with the lightweight rods and streamlined shrouding added.[25][26] By the end of 1949, the class J locomotives had accumulated their age and required more running repairs in addition to their scheduled shoppings.[27]
In 1950, the last three locomotives, Nos. 611-613, built on May 29, June 27, and July 24, respectively, costing $251,544 each.[25][28] Additionally, they were marked as the last mainline steam passenger locomotives built in the United States.[29] This also brought the total number of J class locomotives to fourteen.[25] Unlike Nos. 600-610, which had an arched tender deck, Nos. 611-613's tender deck had a flat top straight shape.[14][30] Nos. 611-613 were also equipped with one-piece, cast steel pilot wheels, which were more economical than the spoke ones used on the previous batch.[25] These new pilot wheels were applied to Nos. 600-610 later on during subsequent shoppings in the early 1950s.[25] Additionally, the third batch had their bell mounted behind the pilot on the fireman's side instead of on top of the boiler.[31] This configuration would also apply to the early batches around 1953.[30][32]
In 1952, at the suggestion of Timken, the tandem coupling rods were discontinued.[25] Nos. 600, 604, 605, 607, 610, and 611, who were scheduled for their major shoppings, had their tandem rods located between the second and third drivers replaced with a single coupling rod so that the rods were set closer to the wheels to reduce the stress of longer crankpins on the fourth driver and requiring less maintenance.[25][32] Around 1955, all of the J class locomotives' streamlined front end, underneath the bullet nose, was given access holes to give ventilation for the cross-compound air pumps from behind.[28]
The driving wheels were small for a locomotive that was able to pull trains at more than 100 mph (160 km/h).[1] To overcome the limitation, the wheelbase was made extremely rigid, lightweight rods were used, and the counterbalancing was precise – so precise that it could theoretically allow the locomotives to reach speeds up to 140 mph (230 km/h) without the rail damage that could have occurred with conventional designs.[1] One drawback of this highly engineered powertrain was sensitivity to substandard track.[1]
Testing and trial
While on loan between late 1944 and early 1945, No. 610 made twelve round trip runs, hauling a 1,015-ton passenger train with 11 to 15 cars at speeds of more than 110 mph (180 km/h) between Chicago, Illinois and Crestline, Ohio on the Pennsylvania Railroad's Fort Wayne Division.[35][36] It even made two trips in freight service.[36] On August 6, 1945, N&W used No. 604 for testing with a dynamometer car and fifteen cars, running from Roanoke to Walton, and back.[37] After the testing, it was decided that all of the class J locomotives would have their boiler pressure raised from the original 275 psi (1.90 MPa) to 300 psi (2.07 MPa) by fall of 1945.[21] Despite the class J locomotives' small driving wheels, they rode very smoothly at all speeds: the Pennsylvania Railroad's inspector stated that it rode better than any of their own steam locomotives except for the 6-4-4-6 class S1. They also steam very well due to the large grate.[36]
Revenue service
The class J locomotives pulled the N&W's prominent passenger trains, such as the Powhatan Arrow, the Pocahontas, and the Cavalier between Norfolk and Cincinnati, as well as ferrying the Southern Railway's (SOU) Birmingham Special, Pelican, and Tennessean passenger trains between Monroe and Bristol, Virginia.[1][38] They also hauled additional mail trains and local passenger trains.[38][39] Additionally, while pulling N&W's mainline passenger trains each month, the class J locomotives would take in turns to swap each other out in Roanoke and go to the Shaffers Crossing engine terminal for maintenance service and a washdown.[40][41] They can haul passenger trains from Roanoke to Cincinnati without locomotive change at a distance of 423 miles (681 km).[32] Because of their power and speed, the class J locomotives were among the most reliable and efficient engines, running as many as 15,000 miles (24,000 km) per month, even on the mountainous and relatively short route of the N&W.[1]
During 1941, No. 600 made visits at Bristol, Virginia on October 25; Winston-Salem, North Carolina, on October 27; Lynchburg, Virginia on October 28, and Durham, North Carolina, on October 29 for public displays.[42][43] No. 600 made its first revenue run on October 30, pulling SOU's re-equipped Tennessean and later pulled N&W's Cavalier and Pocahontas passenger trains in early November.[44][45][46] On the same month, No. 601 entered service pulling the Tennessean and Birmingham Special trains.[47] No. 603 entered service on December 26, 1941; it pulled local passenger trains between Roanoke and Bristol for testing before being assigned to haul the Pocahontas and Cavalier fast passenger trains.[19] On April 28, 1946, the class J locomotives became the main motive powers of the N&W's brand-new Powhatan Arrow passenger train.[48][49]
Retirement
Around February and early March 1958, their tenders' rear decks were outfitted with a cupola to accommodate the head-end brakeman.[50][51] In the summer of 1958, N&W's new president Stuart T. Saunders began to dieselize the railroad, ordering 268 GP9 locomotives from Electro-Motive Diesel (EMD).[52] However, Saunders did not receive the passenger GP9s and instead leased an EMD E6A (No. 512) and seven EMD E7A units (Nos. 524, 530, 531, 533, and 549-551) leased from the Atlantic Coast Line (ACL) and four EMD E8A units (Nos. 1012-1015) from the Richmond, Fredericksburg and Potomac (RF&P) to replace the class J steam locomotives in passenger service.[52][53][54]
The class Js were reassigned to local freight service on the Norfolk Division, running between Norfolk and Crewe, Virginia, along with occasional trips to Lynchburg, Virginia.[55][56] They also hauled timed freight trains on the Scioto Division, between Williamson, West Virginia, and Columbus, Ohio.[52] When the ACL E units returned to their railroad to handle heavy winter traffic in Florida, some of the class J locomotives briefly returned to passenger service until being replaced by N&W's new passenger GP9s, which arrived in late 1958.[52] Some of them continued to haul freight trains until their boiler flue ticket certificate expired around 1959.[32][50][55] Ultimately, the class Js had operated approximately 30,450,000 miles (49,000,000 km) in revenue service.[52]
Accidents and incidents
- On June 12, 1946, No. 604 hauled the eastbound Powhatan Arrow after departing Cincinnati, Ohio, at 8:10 a.m. for Norfolk.[59] At 3:18 p.m., the locomotive derailed four miles west of Powhatan, West Virginia, due to excessive speed at 56 mph, killing the engineer and fireman.[59] These injuries included 23 passengers, three dining car employees, and one train service employee.[59]
- On February 20, 1948, No. 607 derailed near Franklin Furnace, Ohio, while hauling the Powhatan Arrow, killing its fireman.[59] The cause of the accident was failure to obey an automatic block-signal and entering a turnout at an excessive speed of 77 mph.[59]
- On October 30, 1953, in Wallace, Virginia, just northeast of Bristol, No. 613 crashed into the rear of a local freight train while pulling the No. 45 Tennessean train, injuring 56 people.[60] The accident was blamed on the fast passenger train for failing to heed warning signals.[60] The loco was repaired and remained in service until 1959.[citation needed]
- On January 23, 1956, No. 611 derailed along the Tug River near Cedar, Mingo County, West Virginia, while pulling the Pocahontas.[1] The engineer ran the engine at an excessive speed around a curve and its high center of gravity caused it to flip on its side.[1] The loco was repaired and continued revenue passenger service.[1]
- On May 18, 1986, No. 611 was at the head of a Norfolk Southern employee appreciation train from Norfolk with Robert Claytor at the throttle. One of the passenger cars failed to negotiate a switch on the main line through the Great Dismal Swamp, causing it and 12 other cars of the 23-car train to derail. 177 of nearly 1,000 employees and their family members were injured; some of the more seriously injured had to be airlifted to hospitals in nearby Norfolk for treatment.[61]
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Preservation
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Only one locomotive, No. 611, has been preserved.[62][63] Its survival was in part due to its excellent condition after its 1956 derailment and subsequent repair, and also in part to the efforts of attorney and railfan W. Graham Claytor Jr., who requested to have one class J locomotive to be salvaged from the scrap line.[64] During final revenue run in late 1959, it pulled three sponsored excursions from the Appalachian Power Company, the Washington Chapter of the National Railway Historical Society, and the Rail Museum Safari.[65][66][67]
The No. 611 locomotive was donated to the Virginia Museum of Transportation (VMT) in 1962, where it sat on static display for two decades.[62][64] In 1981-1982, it was restored to operating condition for the Norfolk Southern (NS) steam program, traveling as far south as Florida, as far north as New York, and as far west as Illinois and Missouri, pulling excursion trains.[62][63] In late 1994, the locomotive was retired again and moved back to the VMT due to liability insurance costs causing NS to end its steam program.[63][68]
In 2013-2015, No. 611 was restored again by the VMT at a cost of $3.5 million from nearly 3,000 donors, including ones from 18 foreign countries.[63][69] Since then, the VMT operated the locomotive as a traveling exhibit, where it traveled to places such as the North Carolina Transportation Museum,[70] the Strasburg Rail Road,[71] and the Virginia Scenic Railway.[72]
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See also
Notes
- Most of the running gear's components came from sister locomotive No. 605.[10]
References
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External links
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