On this "throwback Thursday," enjoy a detailed article from the March 12, 1938 pages of Railway Age. From the archives of a CSR Board Member comes this detailed look at the 3460-class of locomotives, of which 3463 is a member. At the time, railroads tended to work with locomotive manufacturers to design locomotives to suit their needs, a uniqueness that was both beneficial in providing route-specific designs but detrimental in that it lead to a lack of standardization across companies and parts manufacuturers.
It is interesting to note the level of detail provided by the article, from detailing the camber of the driving axle springs to the specific type of staybolts employed. It is worth highlighting that the designers were conscious of the potential need to change fuel types:
"The oil tank is integral with the water-tank structure. Conversion for coal can be made by removing the top of the oil tank over the coal space and substituting coal gates for the front oil-tank closure."
Read the entire article here or by clicking on the image above.
The architectural concept of "Adaptive Reuse" has been used across the U.S. to preserve through modification countless structures of historic significance that otherwise would have been left neglected or razed to make room for new, more modern structures. In the modification and testing of locomotive 3463 as part of Project 130, CSR will employ the same standards as those championed by historically-sensitive architecture firms.
As outlined elsewhere on this website, CSR is pursuing the refinement of technologies that can lead to development of a new-build passenger steam locomotive. To develop those technologies, CSR has proposed a series of modifications to former A.T. & S.F. Railway steam locomotive 3463 to bring it up-to 21st century standards in power, maintenance and performance.
As part of its tests, CSR will need to streamline the locomotive and, in a nod to history, it intends to use the streamlining of "sister locomotive" 3460 as the baseline.
The CSR team is pleased to announce John F. Betak, Ph.D. as the newest member of its Board of Directors. Rounding out the qualifications of the other CSR board members, Dr. Betak brings an unparalleled level of experience in the field of transportation and technology research.
Dr. Betak is a senior consultant with 40+ years of diversified, international experience in management, consulting, administration and research in corporations, non-profits and major North American universities. John was an AVP at Consolidated Rail Corporation (Conrail) where he developed/managed the corporate industrial development, plant rationalization and line sales, short line marketing, non-hazardous solid waste business group, real estate portfolio and Geographic Information System prior to his retirement in 1995.
John was part of the team that developed the plan that led to the restructuring of Conrail and its return to profitability. Key elements of that plan led to the passage of NERSA and a fundamental shift in the rail industry's ability to restructure their operations. It also led to the development of the modern short line and regional railroad industry.
In addition to extensive industry leadership, Dr. Betak has been involved heavily in railroad and industry risk resaerch at the University of Texas at Austin and at the Center for Advanced Infrastructure and Transportation at Rutgers University. His insight into issues relating to all facets of the railroad and energy industries will be of specific importance as research in these fields continue to develop.
CSR released today its newest White Paper in its series on the Development of Modern Steam: "Argentina - Porta's First Locomotive."
Porta had corresponded extensively with Andre Chapelon, the focus of CSR's last white paper, following his education as a Civil Engineer. At age 25, Porta was able to convince financiers to back the concept of modifying an antiquated 4-6-2 into a modern 4-8-0. Over the next three years (from 1947-1950), Porta completely rebuilt and modernized the locomotive, the results of which laid the foundation for developments he championed in the half-century to follow.
The story of Argentina shows the incredible drive of a young, very industrious engineer in successfully conceiving, coordinating, financing, designing, building and testing a very modern steam locomotive. Virtually every known thermodynamic improvement available at the time was applied in its construction. The locomotive set world records for thermal efficiency and power-to-weight ratio for steam locomotives.
CSR is pleased to announce the addition of two new Technical Advisors to its team: Iiro Hirvensalo, M.Sc. and W. Hugh Odom, P.E.
Hirvensalo, [SHOWN ABOVE], is an accomplished Finnish mechanical engineer and steam locomotive expert. His career has spanned all manner of heavy manufacturing, design, project management and consulting on behalf of a variety of Finnish companies. Not only involved in mechanical engineering, his accomplishments include being a degreed Clarinetist from the Sibelius Academy and is active in the operation/maintenance of mainline steam locomotives.
Hirvensalo's current work, post-retirement, focuses on the completion of a Ph.D. in Mechanical Engineering with a focus on modern steam locomotives from the Helsinki University of Technology. CSR is excited to welcome Hirvensalo who is helping to expand CSR's knowledge base and assisting on technical matters concerning boiler systems in Europe.
He has maintained a life long passion for railroads, serving as a founding member of the Railway Historical Society of Finland in 1967, an organization with more than 1,000 members today. Hirvensalo is also heavily involved in the operation of Finnish mainline steam locomotives, including 4-6-2 type number 1009 [SHOWN ABOVE].
Hugh Odom, P.E. [SHOWN AT RIGHT] is no stranger to the world of modern steam locomotives. A 1978 graduate of Clemson University with a BS in mechanical engineering and a registered Professional Engineer in South Carolina, he has worked as a project manager, mechanical engineer, environmental engineer, and nuclear engineer at various times in his career, and has over 30 years of professional experience. In addition to working for the Navy and the US Army Corps of Engineers, Odom spent 2 years with Norfolk Southern as a gang foreman in the motive power department. Odom was also briefly involved with excursions with NKP 765 and N&W 611 during this time.
In the 1980's, Hugh was an active member of the Charleston Chapter of the National Railway Historical Society and was a charter member of the South Carolina Railway Museum.
Since the late 1990's, Hugh has maintained a website dedicated to advanced steam locomotives called "the Ultimate Steam Page". Through this page, Hugh established contact with other advanced steam enthusiasts and professionals around the world. Hugh has assisted with projects such as the 5AT Advanced Steam Locomotive Project and the Cliffside 110 restoration project. CSR is excited to welcome Hugh's involvement in its research undertakings, including his assistance on recent White Papers.
CSR has invested significant time and effort into creation of its "White Paper Program" with the intent of providing substantial bodies of information about the history, principles and viability of modern steam technology, advanced biofuel research and the union thereof to the general public. As 2014 begins, CSR is venturing into completion of its most in-depth white paper series yet - a detailed history of the "Development of Modern Steam." This series will focus on the history and technological developments undertaken in Europe, South America, Africa and North America.
This first paper, "André Chapelon and his Steam Locomotives" focuses on the predecessor mechanical engineers of modern steam locomotives, primarily the French locomotive designer André Chapelon. The application of fluid and thermodynamics to the steam locomotive was most successfully undertaken by Chapelon on the Paris Orleans Railway and, once nationalized, the Société Nationale des Chemins de fer Français (SNCF). His understanding of the "steam circuit," the utilization of advanced front end exhausts paired with large steam passages and his successful utilization of "compounding," that is using steam more than once, were as successful in theory as they were in practice.
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