quote:Originally posted by bob2:
A little bit pricey unless you are building a Lobaugh switcher tender. Use raw brass, and build yourself a rivet embosser. See Martin's post for dates and photos of rivet tools.
My Seaboard Mountain had Walschaerts, but I would change it in a heartbeat if I knew what was proper.
bob2 - According to Richard E. Prince's SAL book, the first fifteen (200-214) were class M; they had Walschaerts. When they were delivered (the first ten from Richmond in 1914 and the last five from Schenectady in 1917) the valve gear was arranged as indirect. They were all changed to direct, but I don't know when.
Ten M1s were delivered by Schenectady in 1922 and were like the M1s except they had Baker Valve Gear.
36 M2s (235-270 - they skipped ten numbers) were delivered by Baldwin 1924-1926; they had higher drivers than the Ms and M1s and all had Baker Valve Gear.
The 267 received a valve gear invented by SAL Master Mechanic S. D. Dekle; it was also applied to ten-wheelers and Pacifics and at least one 2-10-2. It was never adopted as a Standard and was never, AFAIK, used on any other railroad. It amounted to a Southern valve gear that was turned around with the bell crank aft of the radius hanger, but it had a cast frame that the Southern didn't have; like the Southern, it required no crosshead connection with its combination lever and union link. Its application to the 267 is illustrated on page 199 of Prince's book; it also appears on B1 USRA 2-10-2 2495 on page 180.
BTW - SAL had fifteen B1 USRA 2-10-2s and they had four different types of outside valve gear: Baker, Walschaerts, Southern and Dekle. Anyone know of a class of 15 engines or fewer that can make that claim (it would probably be Baker, Walschaerts, Southern and Young, if there was such a class)?
EdKing
