Mattoon IL - Niagara 6018 has just arrived with the westbound Knickerbocker. Class J-1e hudson 5404 waits to take over the trip to St. Louis. Richard Baldwin Photo.
Why the engine swap, were the Niagaras too heavy for the tracks to St. Louis? The tracks back to the Niagara appear to be welded rail. I didn't realize that the Central System was converting the CWR that early. I thought that it was the Southern that had introduced CWR, and then not until about 1957-ish? (Maybe the Southern merely had a good PR department. ) BTW, that's beautiful photo.
Two beauties in that one, Roger. 5404 must be the last J-1e, as 5405 was the first J-3. I am surprised as Hank to see welded rail in 1954.
My guess would be that they were too tall to fit through the Eads Bridge. The Central's Hudsons rode pretty low for engines with 79" drivers. Which is part of what makes them so pretty. Of course it could have merely come up lame. Yes it is! Many thanks, Mr. Anderson.
What was the vertical clearance limit for that bridge? The various J's and the S1 (steam) both appear to have about the same maximum height - no more than 15'-3". http://www.rr-fallenflags.org/nyc/nyc-46lb-d.pdf
You mean besides the fact that the Eads Bridge was the Eads Bridge then and is still the Eads Bridge now? To be specific, and you're welcome for me doing your research for you (you're the one whose curiosity seems to be the most insistent), a Dash 8-40CW is 15' 4", a S-1b is 15' 2.75, and a J-1e with streamlining on it is 14' 11". https://nycshs.files.wordpress.com/2014/07/pages-from-1981q3.pdf I was merely advancing a theory.
If you postulate a theory, is it so unreasonable either to have it tested or for it to require a logical defense? What is the relevance to this discussion of the height of a streamlined J1e? Did you miss my first post and the link therein? The link from my post indicates that a (non-streamlined) J1e has maximum height of 15' 1-1/8" versus 15' 2-3/4" for an S2b. You suggested that the Eads bridge clearance was too low to accommodate the 6018 - hence the apparent need to change engines to the 5404. Based upon the results of my own research - no thanks to you - the question arose as to whether or not that extra 1-5/8" of height would be enough to restrict an S2b from using the Eads bridge. Your reply simply stated that the bridge clearance was too low for "modern freight diesels" - without identifying a make or model. So, how high is too high? Does anyone know what was the vertical clearance limit for the Eads railroad bridge in the 1950s?
As long as were guessing .... maybe the turntable was too short at the station for the bigger engines ?
Sounds plausible, OTOH the throat of the platform tracks at St. Louis union station was a maze of interlocking wyes and a Hudson and a Niagara were both designed to negotiate the same minimum radius.
Forgot this: They used welded rail at Greensburg, IN. about 1941 for a short distance as a test track in front of the depot. My dad was on the extra gang. LEW
