Question for Rich Melvin.

I have had the honor and privilege to run:

NKP 2-8-4  #765

MILW  4-8-4  #261 (added after Paul's reminder below.)

OHCR 4-8-4  #6235

OHCR 4-6-0  #1551

OHCR 2-8-0  #13

OHCR 4-6-2  #1293

C&O 2-8-4  #2716

GTW 2-8-2  #4070

An 0-6-0 that is now at Steamtown (don't remember the reporting mark or number) which used to be the Baldwin plant switcher.

Plus a couple other small engines (an 0-4-0T and a small Shay) that I don't recall the details. 

Rich:  You forgot one, at least one that I know of:  Back in 1994 you ran the Milwaukee Road S-3 4-8-4 #261.  That was on the last New River Gorge Fall Foliage Special that was powered by steam.  Barbara and I remember it, and you inviting us up to the cab, very well.  In fact, you wrote an article comparing the performance of the #765 and the #261, pulling 30+ passenger cars up the grade in the Gorge, I think for Trains Magazine, as well.  (That's not too much "other small engine", I believe!)

Paul Fischer

Rich, In the video of you as engineer of 261 you occasionally call out "CLEAR" . Are you calling mile markers or something else? Also you worked the throttle quite a bit. Does the 261 react quickly to throttle changes, I know there is a huge amount of inertia, but can you feel the change in the seat of your pants? Or is it more of a comfort thing.

The reason I ask, is that as a race car driver we sometimes think we're lifting off the throttle a bit in really fast or difficult corners when in fact the data loggers show we never lifted.

Hi Rich I was wondering if you will be putting out a book someday about your life as a engineer and pilot and how you started in the train hobby along with how you acquired your large vast of wealth it would be interesting to read,  thanks 

Thank you for the information.  That is a very impressive list.  One last question.

If you had your choice of bringing back to life any locomotive in any museum, what locomotive would you choose?

The poppet-valve C&O Hudson or the C&O Allegheny, both at the B&O Museum in Baltimore.

No plans for a book, but thanks for the compliment.

When running on signalled railroad, the operating rules require that each signal be called out loud by the crew as it comes into view. That's what's going on.

The throttle movement is often due to wheel slip. If the drivers break loose, there is no automatic wheelslip correction system like on a diesel! You cannot feel any sense of acceleration when making throttle changes. Steam locomotives are too big and heavy for that.

Rich,

In one of your 765 videos you mention cylinder "back pressure"( I guess this

is residual pressure?) Can you explain the significance of this and how

knowing it affects the way you handle the locomotive? Did most modern 

locomotives have a back pressure gauge?

Thanks! Sorry, most of my experience is in the left-hand seat of the cab.....

Rich 

You stated, "You cannot feel any sense of acceleration when making throttle changes. Steam locomotives are too big and heavy for that."

I remember back in the early 90's when the 765 and 1225 met in Lima, OH. I had the privilege  of riding in the cab of the 765 south towards Cincinnati.   One thing I really felt was the quartering of the drivers as the engine accelerated. That awesome feeling of torque and horsepower is something I will never forget. 

I would have been smiling from ear to ear, if it had not been for the ciders flying around.

Gene

Rich,

It is interesting that Marty made this post. The other night I tripped upon a video of the C&O 2716. In the in cabin portion of the video the engineer looked like you. One of the things noted by a person who up loaded another video(2716 in Southern paint scheme), was that the engine seemed to slip a lot. Do you recall if this is true? How similar was running the 2716 to the 765? Do you think it will ever run again? I also read that Hoosier Valley was working on C&O 2789. Do think this C&O engine will run again?

Seeing either of your choices from the B&O Museum would be wonderful!

Lastly, how long have you been operating steam locomotives?

Rich:

Thanks for sharing. Do you have a notable list of aircraft flown? 

Jon

Rich,

Thanks for answering the all questions. It's appreciated.

Ron H

Rich, thanks for the reply.  I have always been a C&O Yellow Hudson fan.

Most modern locomotives have a back pressure gauge. It help in setting the cutoff. When a steam engine is operating, the valves which admit steam into the cylinder can be set to admit steam for varying lengths of the piston stroke. When starting from a stop, a long, steady push on the piston is needed to get the train moving. So the valve gear will be set "down in the corner" at maximum cutoff, which will admit steam to the cylinder for as much as 80% of its stroke.

However, if left in this position as the engine accelerates, the engine will quickly reach a point where things are occurring too fast for the steam to be exhausted from the cylinder before the next stroke begins! The Back Pressure will rise to 40+ pounds in this situation. The engine will be making a lot of noise, but fighting itself to run and not developing very much power.

In the 765, with the cutoff set correctly, the Back Pressure will be 5% to 7% of the cylinder pressure. If I'm working a light throttle and have 100 psi in the cylinders, the back pressure will be 5 to 7 pounds. With the throttle open further and 200 psi in the cylinders, back pressure will now be around 10 pounds and the engine will be making a LOT of noise! This Back Pressure is measured in the exhaust passage.

As the engine accelerates, the engineer has to "hook up" the valve gear, shortening the time that the steam admission port is open. When running fast, the cutoff may be set so that steam is admitted for only 20-25% of the stroke. The steam works expansively for the rest of the stroke. When hooked up properly, a steam loco at speed will have a sharp and distinct sound for every piston stroke. With the cutoff set too long, the exhausts begin to all run together and the steam loco will sound like a jet engine, with a steady roar at the stack. Not good.

Gene, I hate to burst your bubble, but what you were feeling when in the cab of the 765 when you rode out of Lima was not the quartering of the drivers as the engine accelerated. You were feeling the result of the drivers being out of round and out of balance! Today, with the drivers all re-balanced and round again, the 765 is as smooth as any diesel.

Yes, Wyhog, the throttle response is instantaneous...no load regulator to wait for in a steamer! What I mean is that you don't feel any sense of acceleration. It doesn't push you back in your seat.

Rich,

I would have never thought that. I do not remember feeling that after you accelerated. I guess I was in awe of the feeling of riding with you!

Thanks for the update.

Gene