Southern Railway Steam Trains Volume 1 Passenger by Curt Tillotson Jr HC

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Seller: railroadtreasures (33,698) 100%, Location: Talbott, Tennessee, Ships to: Worldwide, Item: 392329605014 RailroadTreasures offers the following item: Southern Railway Steam Trains Volume 1 Passenger by Curt Tillotson Jr HC Southern Railway Steam Trains Volume 1 Passenger by Curt Tillotson Jr Hard Cover Copyright 2004 123 pages Table Of Content I.Dedication ii II. Acknowledgments iii III. Introduction iv IV. P-Class Light "Pacifies" (4-6-2's) 1 V.Ps-4 Class Heavy "Pacifies" (4-6-2's) 11 VI. Southern's No. 1380 - The "Queen" 62 VII. T-Class "Mountains" (4-8 2's) 77 VIII. Unusual Passenger Power 93 IX. Steam Powered Passenger Trains+ 97 Mountains + Steam = "Adventures:" A. Mighty Saluda Grade B. The Beautiful Swannanoa Route X.Bibliography123 Introduction The Southern Railway System was born on July 1, 1894. Its birth was due to the bankruptcy of two large Southern roads: the Richmond & Danville RR System and the East Tennessee, Virginia & Georgia Railway. During the late 19th century, railroads were excellent investments. As a result, the two railroads and all their properties were sold to J. P. Morgan & Co. (New York bankers). The House of Morgan reorganized and consolidated the R&D (often called the Piedmont Air Line) and the ETV&G (nicknamed the Kennesaw Route) into the Southern Railway System. From 1895 until the 1930's, the Southern purchased and/or controlled many other railroads, spreading its services north to Washington, D. C., south to the Gulf of Mexico (at Mobile and New Orleans); from the Atlantic Ocean (at Charleston, Savannah, Brumswick, Ga. plus - with trackage rights over the Atlantic Coast Line - at Pinners Point via Selma, N. C.) and to the Mississippi River (at St. Louis, Memphis and New Orleans). By the 1930's, the Southern could boast of owning 8,000 miles of track and covering every state in the South, except West Virginia. The new, fast-growing railroad quickly created a reputation as being very conservative in both operation and purchases - possibly due to the fact that its roots had grown in the grounds of bankruptcy. The road would not purchase motive power and/or rolling stock until both items had been thoroughly tested and proven to be a wise and safe investment. As the Southern acquired more lines, it inherited additional locomotives and equipment that had to be painted SOUTHERN and renumbered. Of the changes, the renumbering proved to be the most difficult. By 1896, most locomotives had new Southern numbers; but as additional engines were obtained, a renumbering had to be made again in 1903. Finally, by 1910, all engines within the system had the numbers that would remain with them until they were scrapped or sold. The passenger motive power acquired by the Southern during its period of growth - the main topic of this book - consisted of mostly "American" class 4-4-0's, along with a few "Atlantic" 4-4-2's, "Mogul" 2-6-0's and "Tenwheeler" 4-6-0's. These four types of engines, especially the 4-4-0's, had fulfilled all passenger train assignments for several decades. However, as the new 20th century dawned, passenger trains became longer and the cars much heavier. As a result, the light engines could not meet the parameters the Southern required: fast, comfortable and safe travel. Double-heading was used to keep the trains on time but this procedure was not a solution to the problem since it was too costly, you had two engine crews on one train and took an engine away from other assignments. New, more powerful, more modern motive power was needed. During the turn of the century, the Southern was very impressed with the performance of a new type of locomotive rolling out of the erection shops at both Baldwin and Alco's (American Locomotive Co.) Richmond, Va. plants: a 4-6-2 "Pacific," which was super heated (the steam was given an extra boost of heat between the firebox and the cylinders which made the engine more powerful and efficient without extra cost). In 1903, the road that "served the South" received its first batch of 4-6-2's (#1201 through #1205) - made by Baldwin and gave them a classification letter of "P." With every improvement made to their 4-6-2's, they were given a different identification: we had P-1's, Ps-2's, Ps-3's, the most famous - and justly so - Ps-4's and P-5's (rebuilt P-1's). The road's first Pacifies performed beyond the Southern's expectations, so they ordered 40 more 4-6-2's - the order being split between Baldwin and Richmond - between 1904-1907 (No. 1200 was made in 1907). The P-1's (#1275-#1300) were even designed, specifically, to handle passenger runs in the mountainous areas of the Southern. By 1920, most passenger cars were of steel construction; passenger business was growing so fast the Southern, like most other roads, began adding more trains to their already impressive fleets. Those passenger trains already in operation grew longer and longer. These occurrences had pushed the best of their light Pacifies - the PS-2's -which had 72 1/2" drivers, weighed 232,000 lbs. and mustered 36,872 lbs. of tractive effort - to their limits. Several double-headers and/or second and third sections of a train were required to meet the needs of the public and to keep their passenger trains on schedule. It was that time again: newer, stronger and more efficient motive power was needed. And these requirements would "set the stage" that would put the Southern "on the map." Indeed, the new engines purchased to meet the needs of the road would make the Southern one of the most famous and well known from coast to coast. It was time for the Ps-4 class 4-6-2 which, according to one railfan (and, in my opinion, rightly so) was the "Queen of the 'Pacifies." The best known of Southern's passenger power were the beautiful, unforgettable Ps-4, heavy "Pacifies." The first batch, numbered #1375-#1386, were built by Alco's Schenectady, N.Y.'s plant and delivered to the road in 1923. They were glossy black in color and yellow lettered and numbered. These heavy class 4-6-2's were immediately put to work on the Washington-Atlanta main line with Spencer, N. C. being the engine change point. The Southern wanted an engine that could move a passenger train with 16 to 18 cars at 80+ m.p.h. and that's just what they obtained with the Ps-4's - they were an instant success! Very quickly, the Ps-2's and lighter power were bumped down to secondary and/or branch line service - especially the light branches with rails under 75 lbs. in weight and bridges with lightweight restrictions. Fifteen additional Ps-4's were ordered in 1924 (#1366-#1374 and #1387-#1392). Their 47,500 lbs. of tractive effort was far superior to the Ps-2's 36,872 lbs. In 1925, the Southern's President, Fairfax Harrison, visited England. While there, he witnessed 4-6-2's of the London & North Eastern which were colored an appealing apple green with gilded lettering and numbering. President Harrison knew a new batch of Ps-4's were being built at the Richmond plant. He ordered these new heavy 4-6-2's to be painted apple green (some call it Virginia green), stripped, lettered and numbered in gold colors with the rims of the drivers and pony wheels painted white. What emerged from Richmond was truly a sight to behold! Not only were the colors breathtaking but the smoke box had silver colored graphite and this group (#139341404) had the attractive and efficient Elesco feedwater heater placed in front of their smokestacks, whereas the earlier 46-2's had the big Worthington model 3-B feedwater heaters and the Baker valve gear. The new green colored Ps-4's had 14,000 gal. tenders rather than the 10,000 gal. type of the earlier models. The last group of Southern Ps-4's were built by Baldwin and numbered #140541409. All had the Elesco feedwater heaters except #1409 which had a Coffin feedwater (the CNO&TP and the AGS also received a group of these heavy Pacifies as well.). The connoisseurs of Southern steam power felt that the Elesco feedwater-equipped Ps-4's were the most aesthetically pleasing of this group of engines (and so does your author). The green, gold and white colored engines were not only successful, they "caught the public's eye" - as well as that of the news media. Many people would visit their local train station to see a Ps-4 powered train roar through even though it did not stop. In fact, the pleasing and most popular color scheme became so beloved among the public (and the road's employees, as well) it was applied on ALL Southern passenger motive power, including the 4-8-2's and even the "antiques," i.e., "Americans," "Moguls," "Atlantics," and "Tenwheelers" still in service. The Ps-4's became the standard main line motive power for passenger trains and remained so until the arrival of something called a diesel-electric locomotive. Actually, these green beauties remained the major engines for their famous fleet of passenger trains much longer than the Southern intended because of one reason: the tremendous demands of World War II. The Southern served more military installations than any other railroad in the U.S.A. In fact, railroads actually moved 90% of all military personnel and nearly 80% of military equipment during the war years. Even though the Southern had decided to put its future in the hands of the diesel-electric engine, to remove and replace all of their beloved steam locomotives "A.S.A.P." - this decision was made in 1941 - the needs of World War II delayed their goal until June 17, 1953, when it became the largest railroad to be 100% dieselized. As a result, the Ps-4's and other steamers remained in service several more years in order to meet the needs of the nation during a time when the world's future was being determined. And they did their work with great elan! Fortunately, one Ps-4 (#1401) was preserved for future generations to see. Using your imagination, you can visualize as to how it must have been to see these beauties pulling long passenger trains at 80 m.p.h., with that melodious steamboat whistle, "tied down" by the man on the right side of the engine, wearing goggles, with his left hand on that shiny throttle. No. 1401 can be found at the Smithsonian Institution's Museum of History and Technology. It was made available for public viewing on Jan. 23, 1964 - the largest item in the building: 92 ft. long and, with its tender, 206 tons. I visited this unbelievably shiny, green and gold Ps-4 in 1972 and felt that I was with an old friend. By the way, on the first Sunday of its viewing, 54,943 people came to look at this elegant lady - a record for a single day's attendance - in this Washington, D.C. facility. No. 1401 had her moment in history. When President Franklin D. Roosevelt died at Warm Springs, Ga. in April of 1945, four sets of two Ps-4's were used to carry his body from Atlanta to Washington: two 4-6-2's powered the train from Atlanta to Greenville, S. C., two pulled the northbound extra between Greenville and Spencer, N. C. while two Ps-4's carried the special movement from Spencer to Monroe, Va. and two heavy "Pacifies" moved the train from Monroe to Washington, D. C. No. 1401 was the lead engine between Greenville and Spencer. The only other true passenger power possessed by the Southern was their "T" class "Mountain" type 4-812. Prior to World War I, the Southern had been very impressed with the C&O's introduction of a new type of locomotive: A 4-8-2, which the C&O called a "Mountain." Since the trains were growing heavier and longer, the light "Pacifies" were having difficulty keeping their trains on time. Indeed, the demands placed on the little 4-6-2's exceeded their abilities. As a result of this dilemma, the Southern purchased 30 of the 4-8-2's from the Baldwin Locomotive Works in 1917. The "Mountain" class engines produced an impressive 47,800 lbs. of tractive effort (increased to 50,300 lbs. when the road increased the 4-8-2's steam pressure from 190 to 200 lbs.). And it was a big improvement as compared to the P-1's 36,600 of T.E. The "Mountains" did so well, the Southern received 25 additional 4-8-2's from Baldwin in 1919. They were classified as Ts-1's and were more powerful than the earlier T's (53,900 lbs. of tractive effort). Working out of Spencer, the T's and Ts-l's prowled up and down the Southern's Washington-Atlanta main line for several years as well as around the Chattanooga and Birmingham areas. When the Ps-4 heavy "Pacifies" arrived, the "Mountains" went to work where they were needed the most: the mountainous Asheville Division (although you could find a 4-8-2 on the main line from time to time). Due to the numerous sharp curves in the Blue Ridge Mountains, the 4-8-2's were equipped with "floating" front driver wheels in order to negotiate those curves far more efficiently with far less damage to their flanges. When the 4-8-2's were given the green and gold scheme (with the rims of the drivers and pony wheels painted), their beauty was only surpassed by the elegant Ps-4 "ladies." In fact, many railfans often referred to the green "Mountains" as a Ps-4 with an extra pair of drivers! Unfortunately, none of these impressive 4-8-2's were saved from the scrapper's torch. Still, the long, lean and aesthetically pleasing appearance will remain with all who watched them at work. By looking at the photos within this book, I hope the younger generation of railfans will develop the same feelings for these engines as my generation did, watching them fighting Saluda Grade or blasting through the tunnels on the "Swannanoa Route" (Asheville-Salisbury line) or racing along the main line, recognizing the excitement generated by the steam locomotive as they moved the American public and our country's goods efficiently, safely and most dramatically. Indeed, the steam powered locomotive enabled our country to grow, prosper and become the most admired nation in the world. If this happens, then I've achieved the major goal of this attempt to allow you the opportunity to look back to a time when things moved more slowly, people had more fun with less stress and pressure - a time when people enjoyed life far more than now. It was a brief moment in history when the green and gold colored Southern passenger engines would cause a great number of people to actually watch these beauties go by; it even caused a few individuals to get their cameras and record those glorious moments on film (thank goodness) so that others could share in their great "adventures." Man, can you imagine a period in our country's past when most all trains were moved by steam locomotives? And the sound of that deep, steamboat whistle blowing during the nighttime when its "music" seemed to linger long after the train had passed through -now that was a great time to be alive! All pictures are of the actual item. If this is a railroad item, this material is obsolete and no longer in use by the railroad. Please email with questions. Publishers of Train Shed Cyclopedias and Stephans Railroad Directories. Large inventory of railroad books and magazines. Thank you for buying from us. Shipping charges Postage rates quoted are for shipments to the US only. Ebay Global shipping charges are shown. These items are shipped to Kentucky and then ebay ships them to you. Ebay collects the shipping and customs / import fees. For direct postage rates to these countries, send me an email. Shipping to Canada and other countries varies by weight. Payment options Payment must be received within 10 days. Paypal is accepted. Terms and conditions All sales are final. Returns accepted if item is not as described. Contact us first. No warranty is stated or implied. Please e-mail us with any questions before bidding. Thanks for looking at our items. Condition: Used

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