I don't have a complete list, but here are some models
of steam generators used, all Vapor-Clarkson. Units
9912AB-9925AB, C&S 9950AB-9953, & FW&D 9980AB used
Modified CFA's. Units 9914-9937A,9949 & C&S 9954 used
CFK's. Boiler Car 251500 (yes, the Q had a boiler car,
a converted "jeep" express car) had first a CFK 4225
and converted to an OK 4225. Also used were DRK
4530's. The SD's, GP's and later E's used OK 4625's. I
don't have records for the F-3's, so help me out here.
John
--- amtrak347@aol.com wrote:
> In a message dated 8/8/03 8:24:37 AM Central
> Daylight Time,
> vlbg@earthlink.net writes:
>
>
> > Unlike some other
> > roads CB&Q only used one model and one capacity in
> all
> > units. In most, if not all, "E" units they were
> doubled up.
> >
>
> Russ & listers -
>
> I can positively verify there was another, older
> model of the Vapor Clarkson
> Steam Generator on the E units and they were usually
> found on the E-7s and
> some early E-8s. Can't recall the model number, but
> it was distinctively
> different looking in that it looked like a boiler
> off an "A" class 4-4-0. The reason
> I know this, I was the recipient of a royal
> ass-eating for not knowing
> anything about this type of steam generator (step in
> here KLR if you're reading
> this). The Xmas season of 1969 I was "forced" to
> the Aurora Division's fireman's
> passenger swing turn headquartered in Galesburg.
> The "swing turn" covered all
> the regular firemen's rest days on the passenger
> jobs between Galesburg and
> Chicago. On a cold December 23, 1969, my assignment
> was #2 with engines 9969,
> 9941B, 9943B and 13 cars with Engineer Hugh Smith.
> As we approached Western
> Ave. we received the communicating signal from the
> flagman to shut down the
> steam heat in order to blow out and drain the steam
> lines from the rear of the
> train prior to arrival at CUS. There was a button
> on the fireman's dashboard
> that electro/pneumatically closed the valve from the
> steam generator to the
> steam line. As I'm sure you all know, that E units
> only had cab heat when there
> was a "boiler" working some where in the consist and
> steam was being admitted
> to the steam line. Normal (cold weather) procedure
> upon arrival at CUS was for
> the fireman to climb off the units, walk back to the
> rear unit of the consist
> and "lift the ball" on the steam line (always the
> fireman's side of the unit,
> front or rear) and then go back to the working
> boiler. The exact procedure
> for the moment, eludes me, but basically the steam
> generator "operation" switch
> was put in a "stand-by" mode (lower steam pressure),
> and through a manually
> operated, "T" handled valve, steam was re-admitted
> to the steam line and cab
> heat was re-established. Not too complicated, IF
> the fireman is familiar with
> the operation of this particular type of steam
> generator (as I recall, the
> model designation started out CFK......; enlighten
> me, listers!). My dearly
> departed Road Foreman of Engines, Harry J. Klaus,
> instructed me to get qualified
> for passenger service (as a fireman) by 1.) becoming
> qualified on CUS property
> [signals & rules] and 2.) learn the operation of
> steam generators by contacting
> the Aurora RH Foreman and have him instruct me (note
> the lack of involvement
> on the part of my direct supervisor, a hallmark of
> his tenure as RFofE at
> Aurora). No problem with the CUS requirement, but
> due the late time element (Fall
> of 1969) the only engines at the Aurora RH were E-8s
> and E-9s with the later
> model Vapor Clarkson steam generators Russ has
> mentioned. I wasn't even aware
> of there being a different type/model of steam
> generator installed on other
> engines. If I had known (like being told by my
> supervisor, get down to the
> Zephyr Pit in Chicago where the E-7s and older E-8s
> with the older style boiler
> were) of the two different models, sure would have
> helped. Needless to say,
> when I arrived in the boiler room of the 9969, I was
> startled; nothing looked
> the same as the units I was instructed on, save for
> the "T" handled steam valve.
> Old Hugh wasn't too happy with me as we proceeded
> to freeze our fannies off
> while the Coach Yard job removed all the cars except
> the mail/baggage car.
> About an hour later the Coach Yard job removed the
> bag car and then we were able
> to back out to the Zephyr Pit where I immediately
> sought out the RH Foreman
> for some "enlightenment" about the older style of
> steam generators. While we
> were in CUS I had asked Smith if he could give me a
> hand with the old fashioned
> boiler and I received a response that he hadn't been
> back in an engine room
> in 20 years! Somehow I got the feeling if we had an
> O-5 or an S-4 that trip,
> he would have known more about "steam heat". As I
> recall, I did go back in the
> other two units in hopes of finding a familiar
> generator but found that they,
> too, had the same type of old fashioned steam
> generators. Later that day, I
> went back to Galesburg on train #1 with the same
> engine consist, this time
> with the 43B leading, Old Smitty, 15 cars and a more
> "knowledgeable" fireman.
> Boy, I can't believe I was just going to make a
> "short" comment!
>
> Bob Campbell
>
>
> [Non-text portions of this message have been
> removed]
>
>
D
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