jadebullet
might be back?
Im mainly looking for a Y6 steam engine. Its a 2-8-8-2 i think. or maybe a 2-8-8-0. its hard to tell from the pictures. Does anyone know where i can find one.
Searching for Norfolk and Western Steamers.
- Thread starter jadebullet
- Start date
N&W Y6
The N&W Y series of locomotives were 2-8-8-2s and the last I checked the only surviving Y6 is at the Museum of Transportation in St. Louis, MO. As to where to find one for Trainz, I have no idea. Some one else may know of one or be motivated into making one, if you find one tell me.
The Y6 class was the pinnacle of N&W steam design for coal drag traffic, a large heavy machine capable of great tractive effort while maintaining some higher speed capacity. The Y6 class used both simple and compound expansion as well as later being modified with a booster engine. The N&W modified the Y6b class starting in 1952 as part of an experiment and later added these modifications as the locomotives were shopped. These modifications are said to have allowed the locomotives to generate 170,000 lbs tractive effort (compared to the UP Big Boy's 135,375) in simple expansion mode with the booster engine engaged. Alas while it took 4 "F unit" diesels to equal the performance of one of the beautiful locomotives the diesels were cheaper to operate.
The N&W Y series of locomotives were 2-8-8-2s and the last I checked the only surviving Y6 is at the Museum of Transportation in St. Louis, MO. As to where to find one for Trainz, I have no idea. Some one else may know of one or be motivated into making one, if you find one tell me.
The Y6 class was the pinnacle of N&W steam design for coal drag traffic, a large heavy machine capable of great tractive effort while maintaining some higher speed capacity. The Y6 class used both simple and compound expansion as well as later being modified with a booster engine. The N&W modified the Y6b class starting in 1952 as part of an experiment and later added these modifications as the locomotives were shopped. These modifications are said to have allowed the locomotives to generate 170,000 lbs tractive effort (compared to the UP Big Boy's 135,375) in simple expansion mode with the booster engine engaged. Alas while it took 4 "F unit" diesels to equal the performance of one of the beautiful locomotives the diesels were cheaper to operate.
jadebullet
might be back?
would anyone be willing to reskin a 4-8-2 Tender to a Norfolk and western scheme for me? thanks
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robbiehanson
K27K27K27K27K27K27K27K27
The engine at the Museum of Transportation is a Y6a. There is also a Y3 at the Illinois Railway Museum in McHenry, Illinois.
None has been made for Trainz at the moment.
None has been made for Trainz at the moment.
CincySouthernRwy
Trainz Jedi
How to make a 2-8-8-2
A 2-8-8-2 can be had within Trainz in three easy steps.
1.) Buy Paul Mace's 2-8-8-4 and his 2-10-2. The 2-8-8-4 is based on the DM&IR M-3 and M-4 class, so you will get a more muscular, powerful looking engine with the air pumps mounted up on the smokebox front. The 2-10-2 is based on the AT&SF 3800-class.
2.) In the config file for the 2-8-8-4, substitute the kuid for the 2-10-2's trailing truck in place of the 2-8-8-4's four-wheel trailing truck.
3.) (optional) Download the Southern Pacific GS-4 tender and reskin it so it appears all black. Letter it as you wish. Eventually, I will probably do C&O, Clinchfield, and Virginian, but the screenshots just show the undec which is too dark to match the engine. The GS-4 tender appears to be the most appropriate for a 2-8-8-2 as the smaller ones available just don't quite look right (even though CRR and VGN used the smaller USRA tenders). I'm hoping that NKP 2-8-4 that is in the works will provide us with something closer to the tenders C&O put behind their H-7a's.
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2.jpg
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2a.jpg
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2b.jpg
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2d.jpg
Ta-dah!
Isn't the second preserved N&W 2-8-8-2 a Y-5? The Y-3's were the USRA engines, right?
A 2-8-8-2 can be had within Trainz in three easy steps.
1.) Buy Paul Mace's 2-8-8-4 and his 2-10-2. The 2-8-8-4 is based on the DM&IR M-3 and M-4 class, so you will get a more muscular, powerful looking engine with the air pumps mounted up on the smokebox front. The 2-10-2 is based on the AT&SF 3800-class.
2.) In the config file for the 2-8-8-4, substitute the kuid for the 2-10-2's trailing truck in place of the 2-8-8-4's four-wheel trailing truck.
3.) (optional) Download the Southern Pacific GS-4 tender and reskin it so it appears all black. Letter it as you wish. Eventually, I will probably do C&O, Clinchfield, and Virginian, but the screenshots just show the undec which is too dark to match the engine. The GS-4 tender appears to be the most appropriate for a 2-8-8-2 as the smaller ones available just don't quite look right (even though CRR and VGN used the smaller USRA tenders). I'm hoping that NKP 2-8-4 that is in the works will provide us with something closer to the tenders C&O put behind their H-7a's.
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2.jpg
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2a.jpg
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2b.jpg
http://i189.photobucket.com/albums/z271/CNSR4500/Trainz/2-8-8-2d.jpg
Ta-dah!
Isn't the second preserved N&W 2-8-8-2 a Y-5? The Y-3's were the USRA engines, right?
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jadebullet
might be back?
where do i get these engines from. What is the website?
Not trying to be mean robbie, but the IRM is in Union, force of habit to correct people, sorry
robbiehanson
K27K27K27K27K27K27K27K27
Ooooooops!
I thought it was in McHenry...it's in McHenry County.
Sorry!
Still, a very good museum though...I'd recommend it to anyone
I thought it was in McHenry...it's in McHenry County.
Sorry!
Still, a very good museum though...I'd recommend it to anyone
Converting Yellowsonte locos to N&W Y class locos...
CincySouthernRwy, I saw the pictures you made of the converted Yellowstone (2-8-8-4) making it into a 2-8-8-2 and have to say good job on the quick and dirty solution. It does look to be a good stand in and I may try it. There are reasons that I say stand in, but I give fair warning they are rather nit-picky. So, again and repeately, nice job. Now here is what I did notice as not quite "right" with it.
NITPICK WARNING!!
(For all those who dislike nitpicking and rivet counting.)
However, I did notice that the cylinders on both engines were the same size. The Y6 class locomotives were capable of compound running and the forward engine had larger diameter cylinders to facilitate this. It was my understanding that all the 72 Yellowstone locomotive (standard gage for US railroads) were simple expansion locomotives. I have found a reference for a cylinder size of 26" x 32" (dia. x stroke) on the DM&IR M-3 and M-4 locomotives. I was also able to find that the N&W Y2a Class and later all had 39" x 32" LP (low pressure) and 25" x 32" HP (high pressure) cylinders. "So what?" you say.
I feel that the larger front cylinders had a distinct effect of making the locomotive appear more massive. In addition the disproportionate cylinder size between the to engines is a distinguishing feature of Mallet locomotives and is one of the easiest distinguishing characteristics of the design.
One other thing I found that differs between the two locomotive classes is that the DM&IR locomotives had an enclosed cab, probably due to the Minnesota winters.
CincySouthernRwy, I saw the pictures you made of the converted Yellowstone (2-8-8-4) making it into a 2-8-8-2 and have to say good job on the quick and dirty solution. It does look to be a good stand in and I may try it. There are reasons that I say stand in, but I give fair warning they are rather nit-picky. So, again and repeately, nice job. Now here is what I did notice as not quite "right" with it.
NITPICK WARNING!!
(For all those who dislike nitpicking and rivet counting.)
However, I did notice that the cylinders on both engines were the same size. The Y6 class locomotives were capable of compound running and the forward engine had larger diameter cylinders to facilitate this. It was my understanding that all the 72 Yellowstone locomotive (standard gage for US railroads) were simple expansion locomotives. I have found a reference for a cylinder size of 26" x 32" (dia. x stroke) on the DM&IR M-3 and M-4 locomotives. I was also able to find that the N&W Y2a Class and later all had 39" x 32" LP (low pressure) and 25" x 32" HP (high pressure) cylinders. "So what?" you say.
I feel that the larger front cylinders had a distinct effect of making the locomotive appear more massive. In addition the disproportionate cylinder size between the to engines is a distinguishing feature of Mallet locomotives and is one of the easiest distinguishing characteristics of the design.
One other thing I found that differs between the two locomotive classes is that the DM&IR locomotives had an enclosed cab, probably due to the Minnesota winters.
CincySouthernRwy
Trainz Jedi
Low pressure cylinders
I agree with you on the massive low pressure cylinders. Can't make a Virginian AE class or BR&P 800-class without 'em! The AE 2-10-10-2's had 48 inch front cylinders!
I wonder how we could make compounds function in compound mode (as opposed to simple mode) in Trainz... perhaps by using that pantograph key somehow?
Can't wait to operate a C&O H-6 or a B&O EL-3 as a compound...
I agree with you on the massive low pressure cylinders. Can't make a Virginian AE class or BR&P 800-class without 'em! The AE 2-10-10-2's had 48 inch front cylinders!
I wonder how we could make compounds function in compound mode (as opposed to simple mode) in Trainz... perhaps by using that pantograph key somehow?
Can't wait to operate a C&O H-6 or a B&O EL-3 as a compound...
CincySouthernRwy
Trainz Jedi
Low pressure cylinders
I operate the Yellowstone more often as a 2-8-8-2 than as intended! I run them as Clinchfield L-2's and L-3's, Virginan US-class, and Cincinnati Southern Railway L-5 class engines.
I operate the Yellowstone more often as a 2-8-8-2 than as intended! I run them as Clinchfield L-2's and L-3's, Virginan US-class, and Cincinnati Southern Railway L-5 class engines.
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That old NTA standard...
I was just checking on this thread after a while, and a couple ideas occurred to me.
Firstly, the NTA (No Two Alike) standard of building that seemed to be used with steam locomotives, this may be what drives some of our enjoyment of these unique machines. The individual qualities of each different class of locomotive (or each locomotive), that were so specific to each railroad and class of locomotive, seem to be part of the attraction to these locomotives. To the crews, road and shop, who operated and maintained these wonderful machines this was probably a double edged sword. While certain modifications made sense on one railroad they became potential problems on another, however they made a specific class or locomotive a source of pride in that it worked efficiently in its specific job and was distinct in its application. To rail-fans and modelers this seems to be part of the beauty of these wonderful machines.
Secondly, while the steam locomotive is undeniably the symbol of the modern industrial age, they are essentially a hand built product.
I was just checking on this thread after a while, and a couple ideas occurred to me.
Firstly, the NTA (No Two Alike) standard of building that seemed to be used with steam locomotives, this may be what drives some of our enjoyment of these unique machines. The individual qualities of each different class of locomotive (or each locomotive), that were so specific to each railroad and class of locomotive, seem to be part of the attraction to these locomotives. To the crews, road and shop, who operated and maintained these wonderful machines this was probably a double edged sword. While certain modifications made sense on one railroad they became potential problems on another, however they made a specific class or locomotive a source of pride in that it worked efficiently in its specific job and was distinct in its application. To rail-fans and modelers this seems to be part of the beauty of these wonderful machines.
Secondly, while the steam locomotive is undeniably the symbol of the modern industrial age, they are essentially a hand built product.
how do you people even find threads this old