Frisco 1522 Double heading with Norfolk & Western 611
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- เผยแพร่เมื่อ 15 ก.ย. 2024
- Some clips of Frisco 1522 and Norfolk and Western 611 at Anniston AL, Rome GA and Chattanooga Tn in 1994. 1522 does a lot of the pulling and sounds great doing. One part of this video has 611 and 1522 almost in perfect sync as the begin departure.
What a fantastic sight it is to see two iconic examples of steam power double heading together on the same passenger train, Frisco 1522 and N&W 611 are true steam excursion star representatives. While it's unfortunate that Frisco 1522 was retired in 2002 it's good to see it has been stored at a museum and the 611 has been restored in 2015 and is now back in operational service again.
The Raw sound of 1522's Bark Is Something I can Never Forget
The 611 is doing as much work as the 1522, the SLSF 4-8-2's were described as "the loudest locomotives in the world," by many people and they are indeed, incredibly loud, as this video proves, trumping the 611's sound and making it sound like she isn't working at all!
Jacob Schiess I've chased several mainline steam engines. In order they would be 844, 1522, 3985, 4449, 765, 611, and 1522 is still the loudest I've heard in person.
Zach Pumphery Exactly what I was saying, you are proving my point further! Thank you good sir!
+Jacob Schiess Im glad that beast of a steam train is still preserved and not scrapped
+Jacob Schiess Im glad that beast of a steam train is still preserved and not scrapped
If I were on 611 I would just throttle as long as it wouldn't slip to build up more noise lol.
10:30 it is the coolest thing when the chugs are in sync
Wow, awesome video thank you so much for sharing!
At about nineteen minutes or so into the video, 1522's like "Been good to know you, 611, but I've gotta go."
I wish Frisco 1522 would run again in 2022!
Delighted Thanks
Excellent video!!
When you think about it a frisco 4-8-2 Mountain type with a N&W J class 4-8-4 northern type with a Southern GP59 with a NS GP60 in operation lifesaver paint and NS and N&W coaches is a very weird combination
611 is sooo beautiful.
You might of know that stick two dam diesels behind the to locomotives those engine were quite capable of pulling that train on there own they didn't need those diesels at all.
they do need them for brake pressure
Jl Smith Also to supply power to the passenger cars
@@mratsfrailfan1894 Not in this case. Freight diesels don’t supply HEP. The diesels are there for dynamic braking because brake shoes on steam locomotives are outrageously expensive.
@@blackbirdgaming8147 you don't use engine brakes to control train speed. That is what the train brakes are for.
@@charlesgreathouse7376 Yes, and when train brakes are applied, so are the brakes on the locomotive...
It's too bad about the diesel backup. That really junks up the appearance of a steam train.
My dad shot the video and I was not with him this day but it is my understanding the diesels were brought along to take a substantial portion of the train back to Atlanta. About 19 minutes or so into this vid, the train is broken down to allow 1522 and 611 to continue to Chattanooga with their portion of the train.
I noticed later on the diesels were not in the consist: Big improvement!
g bridgman they need diesels for for cars but I agree with you. The diesel does mess it up.
Bruce Tharpe The diesel is head end power for the cars? N&W used to have a diesel generator car converted from a baggage car, but that was a long time ago. I rode behind 611 back in 1985 on an excursion from Buffalo, NY to Erie, PA. I've followed the locomotive ever since and hope to see it again some day. At the time I rode we did 70 MPH with 22 cars, no diesel assist and a nice sound recording car behind the locomotive. There was virtually unlimited access to the cab at stops, too. :-)
well the Diesel is used to get the cars to have electricity but for some reason I warched an old video from the 90s when the Amtrak F40s broke down so the Diesel towed ir BUT THERE WAS NO ELECTRICITY!
Who were the engineers that ran 1522 & 611 that day? Jack Taylor or Bobby Saxtan?
and the two fired the 1522 and 611 was sandy Alexandra and Steven Webb
So Sandy was on 1522 with Jack Taylor and Steve was on 611 with Bobby?
yep
How long will frisco 1522 be on static display because it would be a blast and a lot of fun for it to team up with Norfolk and western 611 once more
Sadly, for the time being the answer is...forever. It is NOT impossible to get 1522 running again, but it would require a serious amount of funding and labor to do it. And that's assuming any of the freight railroads agree to allow her on their tracks in the first place.
What's 1522's top speed. How fast can it go?
70 at best.
Had it up to 73.5 on our break in trips on the Wisconsin Central. Was part of the crew.
What excursion where they running that day?
Conclusion of the 1994 NRHS Convention, Atlanta, GA to Chattanooga, TN.
However the opening scene was a few days earlier at Anniston, AL while they were heading from Birmingham, AL to Atlanta for the convention. The rest of the video is the ATL-CHT trip. This was the only time 1522 ran in the South.
John Higginson
Frisco 4-8-2 1522 doubleheading with Norfolk & Western 4-8-4 J class 611.
Why are 611 is everywhere?
How do the Engineers co-ordinate braking and use of the regulator? And back in the day, prior to radios? It seems incredible that they can synch together (but they do!)
Bryce New It can be complicated but it's mostly along the lines of expertise and trial and error. To much throttle and you will spin your wheels. Too little and the other will spin its wheels trying to drag the other. The braking is usually done by the lead locomotive with the trailing one being "cut out".
Wow, that's very cool. I guess though like everything, an Engineer builds up to that situation and becomes better and better over time. The lack of mechanical or electrical synching though makes it a pretty cool thing! Thx for your reply :)
+Bryce New The brakes are ran strictly from the first locomotive. As far co-ordinating throttle, typical procedure was to stick the small engine in front of the large engine. This would mean the lead engine would be doing much more of the work most of the time, while the second engine provided help as needed. One scenario, say a doubleheaded train is headed up a slight grade that is good for 45 mph. The lead engineer would have the throttle wide open while the second engineer would regulate the throttle on his engine to keep the speed at 45 mph. Both engineers would know the territory well enough that they really didn't need to communicate, just know the grades and the speed. All the second engineer needed was his speedometer to know when to apply more power.
Frisco 1522 & Norfolk & Western #611
3:15
10:30
1522 x 611
why is n&w 1218 water tender hook to the 1522?
+Brian joe Why not?
+Brian joe Probably because the 1218's aux tender has a larger capacity than the 1522's own aux tender so it'd help give the 1522 as much range as the 611. Simple matter of water economy I suppose...
Exactly that.
+Brian joe Because we were told to leave our water car and two support cars in Birmingham because they weren't Tuscan Red.
okay,do not tell me you where not one helpers on the 1522
From and old railroader, the mating a work engine with a sleek road one is a misnomer.