B&LE H-Class Texan Tenders sold to the N&W for conversion

[NW Mailing List]

Thanks Ken. Great information that I’m sure Vince will appreciate. 

Matt

> On Oct 7, 2024, at 12:53 PM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:
> 
> As Matt already knows, I responded with the best information I could find, if anyone has better details, please chime in:
> 
> Those tanks were as follows:
> 
> They were rebuilt by Georgia Car and Locomotive Co. in Atlanta
> 
> B&LE Number first, then N&W Tender Class Locomotive Class and then locomotive Number
> 601 22-J2 Y3a
> 602 22-J K-1 111
> 606 22-J1 Y3a 
> 607 22-J1 Y3a 
> 609 22-J1 Y3a
> 612 22-K Y3a
> 613 22-K Y3a
> 615 22-K Y3a 
> 616 22-K Y3a 
> 
> Now the assignment to specific locomotives gets a little tougher.
> Except for the K1, No. 111, the others were assigned to the following Y3a:
> 2056, 2062, 2071, 2079, 2063, 2065, 2055, 2061
> 
> None would be converted to auxiliary tenders, as the tanks off the engines listed above were likely placed into the a-tank program.
> 
> N&W assigned tender’s individual numbers, rather than a locomotive number, as they, on occasion, were shopped and when the locomotive was finished the first available tank of the correct size was assigned. Now, I’ve found very little occasion where this happened in the later years (after 1948). The numbers assigned by N&W would be the first two digits indicated the gallon capacity in thousands of gallons. Example that I can read clearly on the 1955 list is:
> 
> 2055 carried 180081 and was swapped to 220302 in 1953
> 2056 carried 180051, but was not swapped out in 1953 and no further data is available
> 2061 carried 180014 and was swapped to 220304 in 1953
> 2062 carried 180060, then 180079, then 220311 in 1954
> 2063, carried 180052 and was swapped to 220301 in 1953
> 2065, carried 180065, and was changed over to 220303 in 1953
> 2071 carried 180042, and was not swapped out in 1953 but listed with 220306 in the 1955 list
> 2079 carried 180002, then 180024 and was not swapped out in 1953 but listed with 220313 in the 1955 list
> 
> 2054 carried an unreadable 18XXX tank, and was swapped out to 220133 on June 26, 1955
> 
> N&W also purchased nine 22,000 gallon tanks from C&O, ex Pere Marquette tanks, and ten 24,000 gallon tanks from Atlantic Coast Line which were assigned to the Y4, Nos. 2080-2089, to extend their range mostly on freights with shifting duties, to allow some retirements of water stations on secondary lines like the Shenandoah Division. Disclaimer, that is my assumption, based on general assignment of these locomotives, and retirements of some specific places.
> 
> The aux tender program was mainly conversion of 16,000 and 18,000 gallon tanks begun in early 1953. Some were even converted from MofW tanks.
> 
> By the end of 1953, there were 32 16,000 gallon tanks in auxiliary tender service and 94-9,000 gallon tanks, three 15,000 gallon tanks and six 16,000 gallon tanks in MofW service.  All told including the 474 regular tanks, gave them a total of 609 tanks in service.
> 
> Since there would have been a surplus of auxiliary tanks (often called “canteens” on the N&W) I would doubt any of the ex-B&LE tanks would have been converted to MofW tanks at the end of steam, and likely scrapped with the locomotives.
> 
> Hope this helps
> 
> Best
> Ken Miller
> 
> 
> 
>> On Oct 7, 2024, at 11:07 AM, NW Mailing List via NW-Mailing-List <nw-mailing-list at nwhs.org> wrote:
>> 
>> Hi everyone. 
>> 
>> This weekend, I attended a talk in Meadville, PA, this weekend covering a heavy mountain railroading section of (of all things) the LS&MS railroad. The presenter, Vince Skibo, also had a few slides at the end of his presentation requesting information for upcoming research projects, one being the B&LE tenders that were sold to the N&W. He also asked if anyone was a member of the N&WHS. As I was the sole hand-raiser, he asked if I would be willing to stir this particular pot for him.
>> 
>> His question is below.  If anyone can provide additional facts, historical context, or pointers to past discussion, I’ll pass it along to Vince.
>> 
>> Matt Goodman
>> 
>>> 
>>> Hi Matt,
>>> For some time now I have had an interest in how steam locomotive tenders have been repurposed by various roads.  This started when my friend Nate and I became involved in an 11th hour rescue from the scrapper’s torch of the trucks from a NYCS Mohawk tender that had been converted into a shop flat for a local factory.  Gladly, that pair of 6-wheel trucks and the brake cylinder are now safely at the Age of Steam Museum in Sugarcreek.  Then this past year while conducting research through issues of the Bessemer & Lake Erie RR’s company magazines “Bessemer Bulletin”, I ran across the below attached excerpt from the September 1953 Issue #83.
>>> Since the recent movement of the surviving B&LE 2-10-4 Texan to the Age of Steam Museum has sparked so much enthusiasm , I feel that this is something that needs further investigation.
>>> I am looking to determine the fate of the 9 B&LE H-class tenders that were sold to the N&W in 1953.  Were they in fact converted to Auxiliary Water Cars by the N&W and if so what were they numbered?  What were their assignments?  When were they scrapped?  Did any survive?
>>> If there is a survivor, It would be essential that the folks at the Age of Steam be notified to say the least, as it would be a suitable companion for the surviving B&LE H1g #643.
>>> If you know anyone with N&W expertise that may be able to help answer the questions that I pose regarding the conversion of these B&LE tenders by the N&W, please pass this email along.  I have a serious interest in uncovering more about this entire and somewhat forgotten episode in railroad history.
>>> Sincerely,
>>> Vinson Skibo
>>> <image001.jpg>
>> 
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