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U.S. Army #610 a 2-8-0 from the S-160 model class designed by Baldwin during WWII for use by the army overseas. #610 is a youngster against most steam engines being built in 1953 for use in railroad training programs at Fort Eutis.
She was the main steam motive power of the Tennessee Valley Railroad Museum until a couple of years ago when her mandatory 1742 day overhaul came due. She is seen here next to the TVRM shops waiting her turn for restoration once the Southern #4501 is complete.
She was the main steam motive power of the Tennessee Valley Railroad Museum until a couple of years ago when her mandatory 1742 day overhaul came due. She is seen here next to the TVRM shops waiting her turn for restoration once the Southern #4501 is complete.
Category Photography / Miscellaneous
Species Unspecified / Any
Size 912 x 684px
File Size 234.2 kB
It was the same here there were a decent number of Diesel locomotives in service by the time the last steam locomotive was built in 1956.
http://blog.creationheart.com/2012/.....in-in-dunedin/
http://blog.creationheart.com/2012/.....in-in-dunedin/
Fowler as in John Fowler & Co of Leeds. http://en.wikipedia.org/wiki/John_Fowler_%26_Co.
Something like this. http://www.trainweb.org/nzsteam/fowler.htm
Something like this. http://www.trainweb.org/nzsteam/fowler.htm
This page has a list of locomotives designed by Henry Fowler.
http://en.wikipedia.org/wiki/Henry_.....%28engineer%29
http://en.wikipedia.org/wiki/Henry_.....%28engineer%29
Yep. Assigned to Fort Eustis. Though she's a Class A, not an S-160. I spent many years as a Conductor on the Tennessee Valley. My favorite piece of rolling stock is the coach on the track next to 610- TVRM 1688. She's the one true vintage coach the road has-built in 1916 with an unmodified floor plan, roof (full length clerestory) and systems.
610 is still pretty much her old self, even with the new cab. I had the pleasure to meet and talk with many men who were stationed at Ft. Eustis when the railroad was running. When we first put the 610 back in service, we wondered why she was so low mileage compared to the railroad's other locomotives. From our conversations with the army railroaders, we quickly learned that 610 was a shop queen. The engine men didn't like her sticky throttle and would run other locomotives if given the choice.
One big discussion has been mounting a proper bell on her. The bell was originally mounted at 11 o'clock on the front of the smoke box. It is currently mounted under the pilot beam, using a diesel locomotive bell. Some have suggested mounting the bell at the top of the smoke box but others think that would clutter her appearance.
One big improvement made to the locomotive was the installation of a water gauge on the tender. It was done towards the end of my time there and made the task of checking the water level in the tank much safer. Before then, one had to climb over the coal pile or balance on one of the narrow footboards (now outlawed) to open the manhole cover on the tank deck-a very dangerous task when the locomotive was in motion.
610 is still pretty much her old self, even with the new cab. I had the pleasure to meet and talk with many men who were stationed at Ft. Eustis when the railroad was running. When we first put the 610 back in service, we wondered why she was so low mileage compared to the railroad's other locomotives. From our conversations with the army railroaders, we quickly learned that 610 was a shop queen. The engine men didn't like her sticky throttle and would run other locomotives if given the choice.
One big discussion has been mounting a proper bell on her. The bell was originally mounted at 11 o'clock on the front of the smoke box. It is currently mounted under the pilot beam, using a diesel locomotive bell. Some have suggested mounting the bell at the top of the smoke box but others think that would clutter her appearance.
One big improvement made to the locomotive was the installation of a water gauge on the tender. It was done towards the end of my time there and made the task of checking the water level in the tank much safer. Before then, one had to climb over the coal pile or balance on one of the narrow footboards (now outlawed) to open the manhole cover on the tank deck-a very dangerous task when the locomotive was in motion.
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