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Southern Railway Ps-4 class

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Southern Railway Ps-4 class
ALCO Richmond built Ps-4 No. 1396 built in 1926.
Type and origin
References:[1][2][3]
Power typeSteam
BuilderALCO Schenectady (1923 and 1924 batches)
ALCO Richmond (1926 batch)
Baldwin Locomotive Works (1928 batch)
Build date1923-1928
Total produced64
Specifications
Configuration:
​
 • Whyte4-6-2 "Pacific"
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.33 in (838 mm)
Driver dia.73 in (1,854 mm)
Trailing dia.43 in (1,092 mm)
Wheelbase13 ft 0 in (3.962 m)
Frame typeBar
Axle load61 long tons (62.0 t)
Adhesive weight182,000 lbf (809.6 kN)
Tender type3 axle bogie (1926 order), 2 axle bogie (1923 and 1928 orders)
Fuel typeCoal
Fuel capacity16 long tons (16.3 t)
Water cap.10,000 imp gal (45,000 L) (1923 order), 14,000 imp gal (64,000 L) (1926 order), 12,000 imp gal (55,000 L) (1928 order)
Firebox:​
 • Grate area70.5 sq ft (6.550 m2)
Boiler pressure200 psi (1,380 kPa)
Feedwater heater1923 batch: Worthington
1926 and 1928 batches: Elesco
No. 1409: Coffin, later Worthington
CylindersTwo
Cylinder size27 in (686 mm) bore
28 in (711 mm) stroke
Valve gear1923 and 1926 batches: Baker, later Walschaerts
1928 batch: Walschaerts
Performance figures
Maximum speed60–80 mph (97–129 km/h)
Power output2,624 hp (1,957 kW)
Tractive effort47,535 lb (21.6 tonnes)
Factor of adh.3.79
Career
OperatorsSouthern Railway (SOU), Cincinnati, New Orleans and Texas Pacific Railway (CNO&TP), Alabama Great Southern Railroad (AGS)
ClassPs-4
Number in class64
NumbersSOU No. 1366-1409
AGS No. 6684-6691
CNO&TP No. 6471-6482
Nicknames"The Harrison Engines"
Delivered1923-1928
Withdrawn1949-1953
PreservedNo. 1401
DispositionOne preserved, remainder scrapped

The Southern Railway Ps-4 was a class of 4-6-2 steam locomotives built for the Southern Railway (SOU), as well as its subsidiaries, the Alabama Great Southern (AGS) and the Cincinnati, New Orleans and Texas Pacific (CNO&TP). They were designed to pull SOU's heavy mainline passenger trains between Washington, D.C. and Atlanta, Georgia, including the CNO&TP trains between Cincinnati, Ohio and Jacksonville, Florida, as well as the AGS trains between Chattanooga, Tennessee and Meridian, Mississippi, via Birmingham, Alabama.

The first batch were built between 1923 and 1924 by American Locomotive Company's (ALCO) Schenectady Works in Schenectady, New York. These locomotives were originally painted black with gold linings and lettering until 1926, when they were all repainted in a brand-new Virginian green and gold paint scheme. This would include the next batch of Ps-4s, which were built at ALCO's Richmond Works in Richmond, Virginia, and signified as the First Ladies of the Pacifics around the SOU system. In 1928, the last batch of Ps-4s were built by Baldwin Locomotive Works (BLW) in Philadelphia, Pennsylvania.

In the 1940s, the Ps-4s were relegated to haul local mainline passenger trains and mail trains as their duties were taken over by SOU's new Electro-Motive Diesel (EMD) E6 diesel locomotives. Despite this, the Ps-4s were used in motive power pool service, where they were called in to pull the mainline passenger trains again whenever one of the diesel locomotives was unavailable. By 1949, their retirement began and all but one were scrapped in 1953.

No. 1401 was spared from scrap and was donated to Smithsonian Institution, where it was put on permanent display at the National Museum of American History in Washington, D.C., around late 1961 as the sole survivor of the Southern Railway Ps-4 class, which have been regarded by Smithsonian curator John H. White Jr. as being "among the most celebrated passenger locomotives operated in the United States...."

History

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Development and appearances

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During the 1920s, the Southern Railway's (SOU) roster consisted of smaller Ps-2 class 4-6-2 Pacifics that could not handle the longer and heavier mainline passenger trains between Washington, D.C., and Atlanta.[4][5] Although there were Ts and Ts-1 class 4-8-2 locomotives valid enough to that handle this work, they could not be relocated to some of SOU's routes over and over.[4] The SOU decided to revise the 4-6-2 type and ordered the more powerful Ps-4 Heavy Pacific class with the first batches built in 1923 by American Locomotive Company's (ALCO) Schenectady Works in Schenectady, New York, with 12 of them, Nos. 1375-1386, delivered to SOU; and four of them, Nos. 6684-6687, for the Alabama Great Southern (AGS).[4][6] These locomotives were derived from the standard USRA Heavy Pacific design, but had notable differences based on the SOU's standards.[4][7] The Ps-4s had a more spacious cab, smaller 73 in (1,778 mm) driving wheels, a slightly shorter boiler, an additional firebox combustion chamber, and a Worthington 3-B feedwater heater mounted on the running board of the fireman's side.[3][8] These arrangements made the locomotives produce 47,535 lb (21.6 tonnes) of tractive effort, allowing them to pull fourteen passenger cars at 80 miles per hour (130 km/h) on the Piedmont terrains between Washington, D.C., and Atlanta.[7][8] They were originally painted black with gold linings and lettering.[4][9]

The Ps-4 locomotives were designed to pull SOU's most famous passenger trains, including the Piedmont Limited, the Aiken-Augusta Special, the Peach Queen, and the Birmingham Special on flat terrains.[10][11] The SOU officials, impressed with the Ps-4s' excellent performance, ordered 15 more locomotives from ALCO in 1924, while the other five were assigned to the Cincinnati, New Orleans and Texas Pacific Railway (CNO&TP).[4] The first nine SOU locomotives were numbered 1366-1374, while the remaining six were numbered 1387-1392, filling in on either sides of the 1923 group.[4] The CNO&TP Ps-4s were numbered 6471-6475 and were assigned to pull the Royal Palm, Ponce de Leon, Queen & Crescent Limited, and Florida Sunbeam trains, among others.[4][10][11]

No. 4472 Flying Scotsman, an example of an LNER apple green steam locomotive, which inspired Harrison to have the Ps-4 locomotives painted in Virginian green

In 1925, Southern Railway president Fairfax Harrison traveled to the United Kingdom, where he admired the country's London and North Eastern Railway's apple green passenger steam locomotives.[12][13] Harrison's trip had inspired the appearance of the second order of Ps-4s built in the summer of 1926 by ALCO's Richmond Works by having them painted in Virginian green with gold leaf trimming and lettering.[12][13] This would include the original first batches and the new Crescent Limited passenger train.[12][13] The second order consisted of twelve locomotives numbered 1393-1404 for SOU, seven numbered 6476-6482 for the CNO&TP, and four numbered 6688-6691 for the AGS.[10] Aside from the paint scheme, which would soon be applied to all of Southern's passenger locomotives, the second order had other notable differences.[10] They featured an Elesco feedwater heater mounted on top of the smokebox between the stack and bell instead of under the running boards.[10] In comparison with the two-axle bogie, 10,000 US gallons (38,000 L) standard USRA tender design used on the first order, the 1926 Ps-4s were equipped with a larger three-axle bogie tender with a water capacity of 14,000 US gallons (53,000 L) designed for long-distance passenger runs and eliminating multiple water stops.[7] These locomotives were affectionally nicknamed the Harrison Engines.[14] Because of the Harrison Engines' Virginian green and gold paint scheme, they were signified as the First Ladies of the Pacifics around the SOU system.[15][16]

The final Ps-4s were built in April 1928 by the Baldwin Locomotive Works, consisting of only five locomotives for SOU, Nos. 1405-1409.[3] They were equipped with smaller tenders unlike the second order, but still larger than those of the first order, featuring two-axle bogies and a capacity of 12,000-gallon of water.[3] They also built with Walschaerts valve gear as opposed to the previous orders which were equipped with Baker valve gear.[3] The final locomotive of the series, No. 1409, featured an extended smokebox and a Coffin feedwater heater.[10][17] The SOU engineers, firemen, and workshop employees decorated the Ps-4s with two brass flag holders on their headlight, a brass eagle ornament mounted in front of their smokebox door, and brass stars on their cylinder head caps.[8][18]

Locomotives roster

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During 1926, Nos. 1393, 1394, 1401, 1402, and 1403 were initially assigned to the Atlanta Division, while Nos. 1395-1400, and 1404 served the Charlotte Division.[19] The formers were maintained at SOU's South (Pegram) Shops in Atlanta, while the latters were maintained at SOU's Spencer Shops in Spencer, North Carolina.[19] No. 1401 was relocated to the Charlotte Division in 1945, while Nos. 1393, 1394, 1402, and 1403 followed on in mid-1947, where they were all maintained at the Spencer Shops until their end.[19]

SOU Ps-4 locomotive details[20]
Road number Feedwater heater type Built date Builder Serial number Disposal date Notes
1366 Worthington 1924 ALCO Schenectady Works 66065 July 29, 1953 This locomotive and No. 1406 pulled the Franklin Roosevelt funeral train's final leg of the journey from Monroe, Virginia to Washington, D.C. in April 1945.[21] Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1367 Worthington 1924 ALCO Schenectady Works 66066 January 16, 1953 This locomotive and No. 1400 pulled the Franklin Roosevelt funeral train's third leg of the journey from Salisbury, North Carolina to Monroe in April 1945.[21] It was later scrapped at SOU's Hayne Shops.[20]
1368 Worthington 1924 ALCO Schenectady Works 66067 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1369 Worthington 1924 ALCO Schenectady Works 66068 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1370 Worthington 1924 ALCO Schenectady Works 66069 January 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1371 Worthington 1924 ALCO Schenectady Works 66070 October 17, 1952 Scrapped at SOU's Hayne Shops.
1372 Worthington 1924 ALCO Schenectady Works 66071 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1373 Worthington 1924 ALCO Schenectady Works 66072 April 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1374 Worthington 1924 ALCO Schenectady Works 66073 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1375 Worthington 1923 ALCO Schenectady Works 64852 January 1952 Scrapped at SOU's Hayne Shops.
1376 Worthington 1923 ALCO Schenectady Works 64853 November 1952 Scrapped at SOU's Hayne Shops.
1377 Worthington 1923 ALCO Schenectady Works 64854 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1378 Worthington 1923 ALCO Schenectady Works 64855 October 17, 1952 Scrapped at SOU's Hayne Shops.
1379 Worthington 1923 ALCO Schenectady Works 64856 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1380 Worthington 1923 ALCO Schenectady Works 64857 July 29, 1953 Streamlined for the Tennessean and swapping its original tender with No. 1400 in 1941.[22] Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1381 Worthington 1923 ALCO Schenectady Works 64858 January 1952 Scrapped at SOU's Hayne Shops.
1382 Worthington 1923 ALCO Schenectady Works 64859 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1383 Worthington 1923 ALCO Schenectady Works 64860 February 1952 Scrapped at SOU's Hayne Shops.
1384 Worthington 1923 ALCO Schenectady Works 64861 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1385 Worthington 1923 ALCO Schenectady Works 64862 July 29, 1953 This locomotive and No. 1401 pulled the Franklin Roosevelt funeral train's second leg of the journey from Greenville, South Carolina to Salisbury in April 1945.[21] Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1386 Worthington 1923 ALCO Schenectady Works 64863 October 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1387 Worthington 1924 ALCO Schenectady Works 66059 April 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1388 Worthington 1924 ALCO Schenectady Works 66060 October 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1389 Worthington 1924 ALCO Schenectady Works 66061 February 1952 Scrapped at SOU's Hayne Shops.
1390 Worthington 1924 ALCO Schenectady Works 66062 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1391 Worthington 1924 ALCO Schenectady Works 66063 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1392 Worthington 1924 ALCO Richmond Works 66064 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1393 Elesco June 1926 ALCO Schenectady Works 66880 July 29, 1953 During December 1952, this locomotive was originally offered to be donated to the Smithsonian Institution in Washington, D.C., who turned it down in favor of No. 1401.[23][24] In April 1953, it was refurbished as a static display at the Spencer Shops for the Rowan County's bicentennial anniversary and was later sold for scrap to the Baltimore Steel Company in Baltimore, Maryland, two months later.[20][23]
1394 Elesco June 1926 ALCO Richmond Works 66881 April 1952 This locomotive and No. 1409 pulled the Franklin Roosevelt funeral train's first leg of the journey from Atlanta to Greenville in April 1945.[21] Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1395 Elesco June 1926 ALCO Richmond Works 66882 October 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1396 Elesco June 1926 ALCO Schenectady Works 66883 February 1952 During the 1940s, its feedwater heater was modified deeper into the smokebox, similar to the unstreamlined New York Central J3a Hudsons, while the pipes connecting to the feedwater heater were concealed into the smokebox.[25][26]
1397 Elesco June 1926 ALCO Richmond Works 66884 February 1952 Scrapped at SOU's Hayne Shops.
1398 Elesco June 1926 ALCO Richmond Works 66885 January 1952 Scrapped at SOU's Hayne Shops.
1399 Elesco July 1926 ALCO Richmond Works 66886 November 1949 This was the first Ps-4 locomotive to be scrapped at SOU's Hayne Shops.[23] Its tender was salvaged and connected to No. 6690.[23]
1400 Elesco July 1926 ALCO Richmond Works 66887 January 1952 This locomotive swapped its original tender with No. 1380 in 1941.[22] It and No. 1367 pulled the Franklin Roosevelt funeral train's third leg of the journey from Salisbury to Monroe in April 1945.[21]
1401 Elesco July 1926 ALCO Richmond Works 66888 January 1962 This locomotive and No. 1385 pulled the Franklin Roosevelt funeral train's second leg of the journey from Greenville to Salisbury in April 1945.[21] It was donated to the Smithsonian Institution in Washington, D.C. and preserved as a static display exhibit at the National Museum of American History.
1402 Elesco July 1926 ALCO Richmond Works 66889 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1403 Elesco July 1926 ALCO Richmond Works 66890 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1404 Elesco July 1926 ALCO Richmond Works 66891 February 1952 Scrapped at SOU's Hayne Shops.
1405 Elesco April 1928 Baldwin Locomotive Works 60461 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1406 Elesco April 1928 Baldwin Locomotive Works 60462 November 1952 This locomotive and No. 1366 pulled the Franklin Roosevelt funeral train's final leg of the journey from Monroe, Virginia to Washington, D.C. in April 1945.[21] It hauled the streamlined Southerner passenger train No. 47 on May 23, 1950.[27] It was later sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1407 Elesco April 1928 Baldwin Locomotive Works 60463 November 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1408 Elesco April 1928 Baldwin Locomotive Works 60464 October 1952 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[20]
1409 Coffin (later Worthington) April 1928 Baldwin Locomotive Works 60465 January 1952 The locomotive's original Coffin feedwater heater was removed in the 1940s in favor of the Worthington SA type.[26][28] It and No. 1394 pulled the Franklin Roosevelt Funeral train's first leg of the journey from Atlanta to Greensville in April 1945.[21]

The AGS Ps-4s pulled the Queen & Crescent Limited on the Queen and Crescent Route between Chattanooga, Tennessee and Meridian, Mississippi. These locomotives were maintained at AGS' Finley Shops in Birmingham, Alabama. In 1949, all of the AGS Ps-4s were transferred over to SOU's Charlotte Division, where they were maintained at the Spencer Shops.[29]

AGS Ps-4 locomotive details[30]
Road number Feedwater heater type Built date Builder Serial number Disposal date Notes
6684 Worthington 1923 ALCO Schenectady Works 64864 December 1949
6685 Worthington 1923 ALCO Schenectady Works 64865 December 1949
6686 Worthington 1923 ALCO Schenectady Works 64866 December 1949
6687 Worthington 1923 ALCO Schenectady Works 64867 July 29, 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[30]
6688 Elsco 1926 ALCO Richmond Works 66899 December 1950
6689 Elsco 1926 ALCO Richmond Works 66900 November 1952
6690 Elsco 1926 ALCO Richmond Works 66901 August 1953 During 1949, this locomotive was given another tender, which came from No. 1399 that was recently scrapped.[23] No. 6690 was sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[30]
6691 Elsco 1926 ALCO Richmond Works 66902 August 1953 Sold for scrap to the Baltimore Steel Company in Baltimore, Maryland.[30]

Modernizing and retirement

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In the mid-late 1930s, the 1923-1926 Ps-4s were re-equipped with Walschaerts valve gear as the SOU mechanical officers were concerned about the Baker type intended to reverse itself at high-speed, damaging the locomotives' running gear and the rails.[25] In 1941, SOU began to modernize their premier passenger trains with their new EMD E6 diesel locomotives to pull, while the SOU Ps-4s were relegated to haul local passenger trains and mail trains on the Washington, D.C. to Atlanta mainline.[25][31] Additionally, the Ps-4s were in motive power pool service, where they were called in to pull mainline passenger trains again whenever one of the diesel locomotives was unavailable.[27][32] Due to the outbreak of World War II and wartime restrictions placed on all of the railroads, SOU was unable to purchase more diesel locomotives, and opted to modernize their steam locomotives, including the Ps-4s.[25][21] As such, all of the Ps-4s were re-equipped with multiple-bearing crossheads to replace their original alligator crossheads.[26][33] Some of the Ps-4s also have their tender coal bunkers expanded to hold up more coal.[22] Nos. 1366-1409 were all rebuilt with the higher and straighter front running board to allow more room around their cylinders and running gear for the crew to maintain the mechanical lubricating system.[26]

At the same time, No. 1380 was given a bullet-nose streamlining design by Otto Kuhler for use on SOU's new Tennessean service, which operated between Washington, D.C., and Monroe, Virginia, connecting in the latter to the Norfolk and Western Railway, who had assigned its streamlined J class engines to its connecting lines.[34][35] After the war ended, SOU resumed dieselization and by 1953, all of the Ps-4s were retired and scrapped with the exception of one.[26]

Preservation

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Southern Railway Ps-4 No. 1401 on display at the National Museum of American History in 2013

No. 1401 of the 1926 batch was salvaged from the scrap line in 1953, per advice from railfan Walter H. Thrall and SOU board member W. Graham Claytor Jr., who requested that the locomotive should be donated to the Smithsonian Institution in Washington, D.C., since it was recognized to be one of the eight Ps-4 locomotives hauling the funeral train of U.S. President Franklin Roosevelt in April 1945.[21][36][37] In 1961, the No. 1401 locomotive was cosmetically restored and transported via flatbed truck to the Smithsonian's under construction National Museum of American History, which opened in early 1964.[36][38] No. 1401 currently remains on static display at the museum as the sole survivor of the Southern Railway Ps-4.[39]

See also

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Notes

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References

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  1. ^ Drury (2015), pp. 298–299.
  2. ^ Fitt (1973), p. 2.
  3. ^ a b c d e Prince (1970), pp. 114–115.
  4. ^ a b c d e f g h Flanary (2007), pp. 49–50.
  5. ^ Tillotson Jr. (2004), p. iv.
  6. ^ Ranks & Lowe (1966), p. 150.
  7. ^ a b c Drury (2015), p. 296.
  8. ^ a b c Bryant Jr. (1950), p. 22.
  9. ^ Tillotson Jr. (2004), p. 23.
  10. ^ a b c d e f Ranks & Lowe (1966), pp. 151–152.
  11. ^ a b Prince (1970), p. 128.
  12. ^ a b c Bryant Jr. (1962), p. 4.
  13. ^ a b c Ranks & Lowe (1966), p. 211.
  14. ^ Roberts (1994), p. 5.
  15. ^ Bryant Jr. (1950), pp. 20–21.
  16. ^ Ranks & Lowe (1966), p. 212.
  17. ^ Prince (1970), p. 118.
  18. ^ Ranks & Lowe (1966), pp. 205–206.
  19. ^ a b c Roberts (1994), pp. 10–12.
  20. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad Prince (1970), p. 186.
  21. ^ a b c d e f g h i j Bryant Jr. (1950), pp. 24–25.
  22. ^ a b c Roberts (1994), p. 7.
  23. ^ a b c d e Roberts (1994), p. 8.
  24. ^ Withuhn (2009), p. 38.
  25. ^ a b c d Roberts (1994), p. 6.
  26. ^ a b c d e Bryant Jr. (1950), p. 26.
  27. ^ a b Tillotson Jr. (2004), p. 58.
  28. ^ Ranks & Lowe (1966), pp. 145–146.
  29. ^ Roberts (1994), p. 16.
  30. ^ a b c d Prince (1970), p. 202.
  31. ^ Flanary (2007), p. 53.
  32. ^ Tillotson Jr. (2004), p. 41.
  33. ^ Drury (2015), p. 294.
  34. ^ Prince (1970), p. 119.
  35. ^ Ranks & Lowe (1966), p. 154.
  36. ^ a b Davis (1985), pp. 213–214.
  37. ^ Wrinn (2000), p. 7.
  38. ^ "Moving the 1401 into the Museum". National Museum of American History. Smithsonian Institution. Archived from the original on May 15, 2022. Retrieved October 3, 2022.
  39. ^ Davis (1985), p. 145.

Bibliography

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Further reading

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  • Morgan, David P. (December 1978). "A paean to the Ps-4". Trains. Vol. 39, no. 2. Kalmbach Publishing. pp. 28–34.
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