Norfolk and Western BIG STEAM DVD Sunday River Productions
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- čas přidán 20. 08. 2024
- TO ORDER: www.sundayriver... Catch these powerful locomotives at their best! Agile A Class 2-6-6-4s pull high-speed manifest and roll long strings of heavyweight cars at 70 MPH. Huge Y class 2-8-8-2 sluggers shake the Appalachians to their very roots on the heavy grades and the tortuous curves of the Tug Fork.
Every freight car has a road name on it and no graffiti. Amazing.
That’s a great plus when it comes to trains of yesteryear, just goes to show you how we once lived in a time when people had respect for someone else’s property. Wouldn’t it be great to experience those times again.
@@eugeeropel5572 Absolutely!
I long to hear those whistles again .71yrs old and steal can remember the driver's and clickley clack of the trains. good old day's our children and grandchildren will never know.
CLhenderson4 - and the smell of coal smoke I remember as a kid walking the Long Island RR south branch with my kid brother. Forever burned into my memory.
I was born in the wrong time line
I have 13, i wish i had 113
theres a chance they get to know it many locomotives are getting restored and run again
You CAN hear those whistles again. Go to the July 4th parade in Cumming, GA. They have over 15 working steam tractors in the parade. Most of them have installed steam train whistles which they blow quite a bit, often at the same time. Here's a video of that parade with the steam whistles: czcams.com/video/vysQ5w9Hvno/video.html You can close your eyes and imagine you're at the train yard. You get many steam sounds too but not much clickity clack.
Damn the triple header right at the end of this taster vid had some big power!!!
Those front cylinders! They're huge!! You could hollow one out and live inside it.
Those compound engines were something else to get started compared to single expansion Bill
The steam from the rear cylinder was directed to the front cylinder, and that is why the front cylinder had to be so large. Imagine if they used a 3rd expansion cylinder like they do in ships, how large that one would be?
39 inches across
Im convinced that in my last life, I was a steam Engineer. Have always just Loved trains. Especially Steam. When I see this, it seems I've been there before. Anyone else felt these feelings? Or am I just wacked? 😜
You're not the only one!
That very first clip showcases the power of the Y class. Notice how the caboose is coupled behind the rear pusher? That's so they didn't crumple the cabooses, especially the wooden ones. It became a standard practice on the N&W.
These engines were apparently so powerful that they had to use some of them as pushers in order to relieve stress on the couples of the cars they were pulling uphill; they would actually pull the couplers apart.
Yes and no.
Yes they used pushers and that was generally to relieve stress on couplers.
No it wasn’t because they were “pulling the couplers apart”
In the steam era it was a lot more common to see helper locomotives on the rear or cut in at the middle of a train, rather than tacked onto the head-end.
Head-end helpers, or double heading, was a practice typically reserved for smaller locomotives, and for passenger trains where the weight demands were generally far less extreme.
In flatter areas you could get away with two locomotives on the head of very long trains as there wouldn’t be any extra force from the weight of the cars pulling on the couplers, so you did see that a lot in the Midwest and South.
But in mountainous terrain, generally you wouldn’t couple more than about 5,000-6,000 tons to a single or pair of locomotives, rather you would distribute the power, with one locomotive on the head and another somewhere mid or rear train.
Southern Pacific actually forbade locomotive crews from using AC class Cab Forwards in tandem on freight trains, if a second 4-8-8-2 was needed to power a train over a steep grade, the second locomotive MUST be placed on the rear of the train, or cut into the middle, depending on the tonnage distribution.
I’m not familiar with other railroads as intimately, but I’d assume N&W and most other railways with extreme mountain grades had similar standards in place to avoid broken couplers.
The practice didn’t end with steam, either, manned helpers continued to be commonplace until the mid 90s, and even today we still use DPU(distributed power units) on heavier trains.
Though it’s worth noting that coupler strength greatly improved over the decades, and after the steam era, distributed power became more about brake recharge speed and fuel efficiency, rather than safety.
@@trainknut Thanks so much for your informative essay and the time you spent on it
No, those were the N&W Triplexes
You are right Mr. Chambers - that's one important factor as well.
- Another maybe that time to pass a hill section could almost cut in half - going 40 mph instead of 20 (only mass matters at such low speeds, difference in drag or roll don't do much.)
- Passing the hill section in half time increases overall average of the complete system from Chicago to Pittsburgh or New York. I drive 65 mph flat, 20 uphill, 65 downhill again. Doubling the 20 provides max leverage.
- this pays out even if the one locomotive would only be used on such uphill sections only and return immediately down again single to help a next train make it.
- An insurence premium - if one locomotive breaks down because of 100% throttle over long, long time very slow driving, the complete rail would be blocked. If one breaks down while doing this uphill section, the other will make it alone - and i loose the time advantage of two instead of one only. And the line keeps going.
- If both break down, very unlikely, i still need to send one rescue only, to push it all over the hill - the lever does not come with a disadvantage in opposite direction, it works just to one, good side.
@@JamesBrown-ux9ds Wow, what a lot of thought, far beyond my poor power to add or detract. Thanx!
Awesome footge. I never tire of steam engines!!
Sometimes I find myself wishing that diesels were never invented..
Absolutely outstanding footage!
There was certainly no weight wasted all the weight is on those drivers on the Y6B.
Just simply awesome my compliments sir and thank you
Articulated locomotives can be either "simple" (all cylinders receive high pressure steam) or "compound" (on the Mallet principle).
Did not realize one of those engines was still running as late as 1991...
A Z 2-6-6-2 and a Y 2-8-8-2 together.
That is something I've never seen before.
Same
Insane that’s heavy!!!
Such workhorses!!!-- totally awesome!!!!
The N&W railroad had some very impressive articulated steam locomotives which delivered high quality performance, the A and Y6 class locomotives were enjoyable to observe in operation during the late stage steam era.
brilliant video, and that first shot: first time I've seen Y's going hammer and tongs along the main, fantastic to see, man that must've been hard on the track at that speed
I love the N.W and the N.S locomotives steam and diesel. I love watching trains go thro town I live on a CSX line but see N.S's locos Go through with a good size train. we have a hill on our main that train stall out of the hill always have to call helps which take for ever because the have to use engine from our steel mill to push. There was a train with N.S. engines on it the same conditions and length of train my mom said it was going to get stuck too, I said the wont and they didn't I told her that them engine or similar engines were used for them big coal drags in the mountain. I love watching engines showing their power.
love this !!!!
0:09
Look how fast the rods are rotating. That's gotta be more than just 40mph.
and the sound is not synced
before watching this i didnt even know a y6 could og that fast
I think it was sped up a bit
Wow, I didn’t know steam locomotives were used as DPUs
Steam engines for trains, and when you wanted to start your car you had to get out, walk to the front, and risk breaking your arm when you pushed as hard as you could to turn the starter crank, hoping the engine would not backfire and push against the starter crank, thus breaking your arm.
That's why you retarded the spark first.
Double expansion fascinates.
Norfolk and Western A and Y class locomotives pulls lots of Coal and Freight.
Nice footage of those Zs, shame they weren't documented as much as the As and Ys
How have one of these not been restored yet?
The A 1218 was restored, then taken out of service. No Y6Bs or As are restored.
@@1940limited I completely forgot about 1218 lol. It would be nice to see 1218 run again or for a Y6B to be rebuilt.
@@That_Thicc_Cat Definitely!
mighty y6 pusher
alleganie mountains and great smoky mountains
The N&W didn't run through either mountain range and it's "Allegheny" not "Alleganie"
@@7kslair153 😭
that first clip shows that the Y series engines could go at a fair speed, it proves all the people who say that a Y wouldnt be logical for restoration wrong
I have a complaint: TOO SHORT! haha. The scenes keep cutting just at the wrong moment...I want it to keep going and going.
Were any Y6's ever single expansion? They always list the tractive effort for single expansion but it seems they were compounds.
(It's simple expansion actually) The Y6's could actually use both. When starting a train from a dead stop they would use simple expansion and once the train was moving they would switch over to compound steaming.
Both, they used high and low pressure steam. Low pressure for a rolling speed, and high pressure for starting up
Any idea where I can get drawings to make a model, i love these, im in the UK 👍
Curious as to why cabooses were sometimes tacked on BEHIND rear-train pushers, but at other times, several helpers will be pushing on the back of the caboose, getting a train up an incline? Is there a safety reason behind taking the caboose off the back of the train and planting it behind the pushers, or is it simply a matter of preference? Those post-war steamers were behemoths.
That's an interesting question, but n one answered. I'm not sure why the caboose is ahead of the pusher at times. Apparently they could withstand the pressure. On the Lackawanna, cabooses wee build on old tender frames to be strong enough to withstand a pusher behind it. The were called Keyser Valley cabooses.
#FIREDUP
I'm sorry to point this out, because I'm sure the efforts of this video are entirely benevolent, however, the first clips playback speed is far to fast. That train was traveling much slower than was depicted in that clip.
The images are still great.
I've noticed on the live sound videos that you never hear wheel flat spots. Is that because braking was much slower and more gradual back then?
If y6 double driver having a wheel slip, it really beging to rip of those coupler
why have diesel when you have powerful locomotives like this
Less maintenance.
Bad sound syncronisation, chuff goes not synchronously to wheel rotation, unfortunately. Definitively not the sound of prototypes!
2:47 was the first time I think I've seen a compound locomotive wheelspin, but that was probably while in simple mode. Has anyone seen a compound slip while not in simple mode? If the back slips, dose it set off the lead unit with the extra pressure?
By lead unit, I’m going to assume you mean that z class in the front. No. It doesn’t. That z class is it’s own engine. If you mean the y6b lashed to the z, it doesn’t set off the lead unit. They are two different sets if drivers on different sets of steam. One uses high pressure , one uses low pressure. The steam is always being re used to power the other set of pistons so if the wheels spin in the rear, it really doesn’t affect anything. It just puffs out more exhaust. It’s hard to explain.
They used high pressure to get the darned thing going, then low pressure to keep her rolling
@@skiiipawbs I know how the compounding works on the mallets (such as the y6b class I was referring too). I was asking about slipping while on the move because when starting, the compounds are easily seen to slip, thanks to the increased power using the simpleing valves on the low pressure engine unit (the first 8 driving wheels in the y6's 2-8-8-2 arrangement)
The part that I was asking about was when the simpleing valves are closed, and the engines are on the move, and the compounding is in action. If the high pressure unit ( the second 8 of the y6's wheel arrangement) starts slipping, will the resulting increase in pressure in the low pressure cylinders cause those wheels to start slipping, or will the back pressure in the system stop the slipping?
Why not couple behind the caboose? Then much easier and faster to separate.
afraid the older wooden cabooses would be crushed
@@THOMAS81Z Correct. That's why you see the rear brakeman riding on the rear platform of the caboose. Any slack run in caused by the head or rear locomotives slipping could cause the caboose to be crushed. Riding on the platform gave the man a chance to jump clear. The speeds were relatively slow, so there was a low chance of getting injured.
Does this have most of the 2-8-8-2's that N&W rostered
Everybody see's - it's too obvious:
With E-fuels in the tender instead of coal or diesel and a catalytic converter done to the chimney these brilliant machines all could still drive today - all this change to fully electrified railroads with central power generation, dust and CO2 capture right at the wind turbines without fossil fuels has just been a costly missunderstanding.
What is "see's"?
Interesting to see the helper cut in ahead of the caboose. Was this normal?
Yes, always done this way for safety of the crew in the cab car.
@@GTgyro It was a Conductors preference.
Why is there a caboose behind the trailing locomotive?
For safety of the crew and not to possible crush the caboose.
*NON-Articulated???* How did they do that? Shorter Boiler???
@Иван Ангелов Difficult to see where they break or hinge... The Big Boy's it's more evident
How do they get the caboose behind the pusher? I always wondered about that.
easy , drop the caboose run the freight past the siding switch let the pusher out on the main back the helper down to couple up to the caboose ,pull forward & couple to the freight & push
OK, then how do they reattach it after the pusher is cut off? Thanks for your reply.
@@1940limited The same thing - Cut off the pusher, pusher cuts off the caboose, goes onto whatever track it returns to its station down, train backs up and recouples to caboose.
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Is timestamp 3:00 in san bernardino?
Definitely not, N&W didn't go any furthur west than Cinncinati, Ohio
That would be at the west end of the Portsmouth, Ohio yard. The crossing is Broadway St. The Harmon St. overpass in the background was replaced with a newer structure approx. 10 yeas ago, but you can stll watch trains pass there everyday.
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I paid good money for a video that had a lousy sound track that hardly ever matched the film!!
I would think the archival footage was well worth it even without sound.
Great photography . . . try to hire a sound person who is familiar with steam engines. These engines are all mallets, which means they have two engines under one boiler, each with its own distinct exhaust sound. Listen to some old O. Winston Link recordings to hear what I mean. Your crappy sound tracks are frustrating and annoying to me and many others, and serve as a sales detriment to us. Thanks anyway.
Mallets mean one engine exhausts to the other engine, and therefore 4 beats per exhaust, not 8. Try and learn about steam locomotives before commenting.
Pandeslar, the class A is not a mallet, this is an articulated and works with four high pressure cylinders.
modelsof1900, mate I think you meant, not a compound? :-)
Articulated does not mean mallet, mallet locos were all compound is what is trying to be said.
The archival footage is still awesome even with no sound.
Typical Sunday Rivers videos; the soundtrack doesn’t match the video whatsoever. If you watch enough of their lame videos you’ll also get to hear some music with the videos.