Steam & Excursion > SP 4449 getting ready in New Orleans

April 1977
After a day or two break 4449 is being fueled and readied for the continuation of the Amtrak Transcontinental Steam Excursion.
Next segment is west to Houston.

Gary

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Interesting to see the "Amtrak" lettering on her tender. I suspect that Amtrak was a "sponsor" for at least part of the mileage. 

Redwater Wrote:
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> Interesting to see the "Amtrak" lettering on her
> tender. I suspect that Amtrak was a "sponsor" for
> at least part of the mileage. 

Amtrak was the sponsor for the ENTIRE Transcontinental Steam Excursion, from Miami, FL to Birmingham, with about a three month layover, then on to New Orleans, Los Angeles, and Portland, OR.

Nice straight rivet rows on 4449's tender.

Elesco Wrote:
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> Nice straight rivet rows on 4449's tender.

Typical Lime Locomotive Works quality.

Last picture, what is the "connector" that is just to the left of the steam line? 

PHall Wrote:
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> Last picture, what is the "connector" that is just
> to the left of the steam line? 

I have no idea. Must have had something to do with being a former turbine fuel tender.

HotWater Wrote:
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> PHall Wrote:
> --------------------------------------------------
> -----
> > Last picture, what is the "connector" that is
> just
> > to the left of the steam line? 
>
> I have no idea. Must have had something to do with
> being a former turbine fuel tender.

The turbine tenders had heaters for the Bunker C, heater connection?

In the first photo, the car in front of the 4449 is the 76, the crew car. It was the only "clerestory" roof car in the American Freedom Train consist.\

That car No. 76 was originally built in 1917 by Pullman, as tourist car No. 2010. Later purchased and converted by SP&S to Baggage-Mail car in 1948, as their no. 47. Converted by SP&S to a Baggage-Dorm car in 1966 and renumbered to No. 76 at that time. Donated to PWNC-NRHS in 1971 by BN, and refitted for use on the American Freedom train in 1975 and 1976. The car was scrapped in 2022, being 105 years old at that time!



Edited 2 time(s). Last edit at 04/12/24 17:14 by TTStetz3.

PHall Wrote:
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> HotWater Wrote:
> --------------------------------------------------
> -----
> > PHall Wrote:
> >
> --------------------------------------------------
>
> > -----
> > > Last picture, what is the "connector" that is
> > just
> > > to the left of the steam line? 
> >
> > I have no idea. Must have had something to do
> with
> > being a former turbine fuel tender.
>
> The turbine tenders had heaters for the Bunker C,
> heater connection?

They did but, I don't know if that is the connection. I was more concerned in making sure that the 27 pin MU connections would match the 27 pin MU connections on the rear of 4449's tender, in order to control any diesels that would/could be MU'ed behind that auxiliary water tender.

HotWater,

Were you satisfied with the proper wiring as being 
compatible for what you intended?

​W.

 

wcamp1472 Wrote:
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> HotWater,
>
> Were you satisfied with the proper wiring as
> being 
> compatible for what you intended?
>
> ​W.

Yes, especially since those turbine fuel tenders had two different MU receptacles. Had to find the right 27 pin receptacle, ring-out each MU wire we required, and then install a "standard" MU jumper cable. Always had to make sure nobody ever used the incorrect MU receptacle. All in the heat & humidity of New Orleans!

I noted that Amtrak uses two 27-pin "MU-like" receptacles,
but they're 'keyed' ( alignment lugs located differently)  differently-
-- they cannot accept cables that are incorrect,  between the 2-types.

One is 'conventional' , AAR,  locomotive-controlling, the other is more
Amtrak-specific, for 'communications' related purposes.

​W.

wcamp1472 Wrote:
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> I noted that Amtrak uses two 27-pin "MU-like"
> receptacles,
> but they're 'keyed' ( alignment lugs located
> differently)  differently-
> -- they cannot accept cables that are incorrect,
>  between the 2-types.
>
> One is 'conventional' , AAR,
>  locomotive-controlling, the other is more
> Amtrak-specific, for 'communications' related
> purposes.
>
> ​W.

UP on their first generation EMD power used a two plug set up, one had 12 pins and the other had 21 pins. Later power was equipped with the standard EMD 27 pin MU plug but also was equipped with the 12 and 21 pin receptacles too. Much of the early power was retrofitted with the 27 pin receptacles too. The normal configuration was the 12 and 21 pin receptacles on the engineer's side the front coupler and the 27 pin on the fireman's side. Many units also carried the squarish Dynamic Brake Loop MU receptacles on both sides too. The 12 and 21 pin receptacles had red covers and the 27 pin receptacles had blue covers.



Edited 1 time(s). Last edit at 04/12/24 23:22 by PHall.