There is only one 3/4 view of the 6060 in this post. This was my first steam excursion with an SLR camera and an 'unlimited' supply of film. It was enjoyable to photograph a variety of subjects during the trip.
Here is the train in Toronto before our departure.
This is the promised 3/4 view.
Looking to the west and the relatively new CN Tower.
This was before the advent of the hit-and-miss access to window seats ... and the airline-inspired interiors.
I should have taken more shots inside passenger cars!
Out on the road ...
The fireman checks the tender.
He may be using a standard tape measure to document the water level.
Standard letter sets were pressed into aluminum to label the auxiliary systems' steam valves.
The top right label is the easiest to read: MECH LUB HTR
The heavier oils associated with steam locomotive operation were heated by steam so they would flow.
The lines connected to gauges were more economical and functional than aesthetically pleasing.
This was a working locomotive on the CNR roster and not a pampered museum piece.
This is a cluster of air brake gauges. The throttle comes down from its quadrant, silhouetted in front of the window. Notice the special 'rack' for train orders.
Turning the camera lower, you see the throttle again in front of the forward-facing cab window.
The larger train brake (automatic) handle is closest. Behind is the smaller (independent) 'straight air' handle.
The red-handled lever on that quadrant in the lower right is the reverser. It controls the 'steam cutoff'. Positioned as it is in this photo, steam will be admitted to the pistons for most of their travel ... to provide the maximum steam power to start the heavy train. As the train gains speed and momentum, the engineer will bring the cutoff lever up, closer and closer to the centre of its travel, to take full advantage of the expansive power of steam ... to use less steam, and therefore, less fuel.
It was just an expression, but a moving train using just a 'tick' of steam was said to be 'in the company notch' of the reverser/cutoff lever.
To reverse the heavy train for one of the runpasts, the engineer would move the cutoff lever to the point of that quadrant which is closest to the camera.
I think it was on the Bytown videotape of the 1201 (from the 1980s?) that a young CNR diesel engineer noted the contrast ... between operating the then-existing typical diesel units ... and operating the 1201. While the diesels take a while to 'load' when the throttle is opened ... the power response with a steam engine is 'instant' as soon as the steam reaches the cylinders.
The largest gauge shows the boiler pressure - calibrated in pounds per square inch.
On the shelf on the hot boiler backhead to its right, to keep it warm, is a 'tallow pot' with thick lubricating oil.
The rectangular light at the right is on the sight glass. This gauge indicates the water level inside the boiler.
On the fireman's side, the most prominent control is the oil regulating lever.
Below are some diagrams showing the parts of this control and the damper lever.
This is the oil regulating lever. An interesting aspect of this device is that its settings can be customized. The pin at g marks its fully-open setting. The pin at f marks its fully-closed position.
It is desirable to custom-set a point on the low end - like an idle speed on a car. The stop c is set by tightening its wing nut at a point where steam will be maintained, but the safety valves will not be set off. When a train is 'drifting' or stopped, this setting is used.
Dampers are set to admit combustion air into the firebox. Letter e marks a damper. You can see that this arrangement combines the oil regulating linkage and the damper controls. My guess is that this is for design efficiency - rather than because the two settings are linked: air supply and fuel supply.
These diagrams are from Southern Pacific Railroad equipment from 1912 (SP was one of the pioneers of oil firing). While the oil regulating lever has a finely-notched quadrant allowing many different settings, these dampers only have (the book says: 'only need') 5 settings.
Another person enjoys the cab visit ritual. My cab photos are always rushed because there is always a long line of people who have never been in a cab before.
One of the advantages to overhauling an engine specifically for excursion service is that things can be customized to facilitate post-steam operation in a diesel-electric world. On both sides of the tender, I think you can see ground-level tender filling receptacles for both oil (with the pipe running to the top of the tender) and water (close to the camera).
Here, you can see an open damper.
On the excursions of the early 1960s, when active locomotives were held over for excursion service by CN (i.e. 5107, 6153, 6167), there were no water towers left. An appointment with the local fire department was arranged in advance and a pumper truck was often connected to a hydrant to fill the tender. Local firefighters got to clamber on board the tender to operate their equipment. This operation provided an extra bit of pageantry to the rare local sight of a steam locomotive and townspeople joined the excursionists in the experience.
Another stop, another top-up of the tender. Trains magazine once recounted the process unintentionally used by local fire departments to obtain new hoses. A fire would result in hoses being run across the tracks - without knowing that a call to the railway might be indicated. Rail traffic would not be stopped and the hoses would be cut by an unsuspecting crew operating through the town at normal track speed.
The engine crew receiving some information from the ground.
The engine crew at their stations. Whatever is in the bag ... did the vendor of the bag ever imagine that it would be used to accessorize a restored oil-burning steam locomotive?
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Eric's got lots of 6060 accounts and history for you to enjoy ...