M #382 at Bristol

Sun Jul 3 17:20:50 EDT 2016

Thank you for all of that great info!  On a class M, how can I tell visually if an engine is superheated or not?

Brent 

To: nw-mailing-list at nwhs.org
Subject: Re: M #382 at Bristol
Date: Sat, 2 Jul 2016 10:26:49 -0400
From: nw-mailing-list at nwhs.org

Brent - 

The 382 and 429 had superheaters and were the favored Branch engines; the 
382 was the favorite of the two but nobody could offer a reason why.  The 
429 still had inside steam passages and the 382 the prominent outside steam 
pipes.  Also, they had differing check valve locations.

The 396 had the big tender but no superheater, and was used when the other 
two weren’t available; the crews hated it.  The lack of a superheater made 
a big difference in performance and coal consumption.

The 433 had the small USRA tender; it was the pusher on the three engine 
trains but didn’t go past White Top; I don’t know if it ever made it to West 
Jefferson.  It has no superheater.  It was lined up to be the second 
engine of a doubleheader once, but burst a flue on the way to Abingdon and was 
brought back to Bristol from there by the local freight.  It was repaired, 
of course, and worked the yard after that.  With the small tender, it took 
water at Creek Junction.  The 12,000 gallon tenders could make it all the 
way to West Jefferson.

Another superheated M, the 495, worked the branch for a while – it was the 
star of Reid and Thieme’s photographic foray.  It was scrapped in 
1953.  

Other non-superheated Ms that worked in Bristol were the 376, 379, 405, 421 
(the one with Stephenson valve gear that was lame in reverse), 434, and 
467.  There may have been others that I missed.

The 475 came to Bristol in its “duded up” condition in 1956 to help Bristol 
in its Centennial celebration, but it didn’t come and go under its own power. 

Hope this helps.

EdKing

From: NW Mailing List 
Sent: Friday, July 01, 2016 2:13 PM
To: NWHS Mailing List 
Subject: RE: M #382 at Bristol

I recall reading posts and seeing pictures that there was a third 
M-class that was used on the Abingdon branch on occasion as part of a triple 
header.  I seem to recall Ed mentioning that it did not go all the way to 
the end and back, perhaps due to a different tender that limited its 
range?  I also remember him saying something about an M with a valve gear 
issue that gave it problems (perhaps in reverse?).

Since the 433 is on 
display there, what was her role ?

Thanks (and a happy July 4th to 
everyone)!

Brent

Dr. J. Brent 
Greer

> To: nw-mailing-list at nwhs.org
> Subject: Re: M #382 at 
Bristol
> Date: Fri, 1 Jul 2016 00:29:49 -0400
> From: 
nw-mailing-list at nwhs.org
> 
> John,
> 
> I have never 
found the exact date of the last steam run on the Abingdon 
> Branch. The 
Bristol line was dieselized on January 1st, 1958 with the last 
> steam 
run on December 31st. The Abingdon Branch was done just before that. 
> 
The two superheated M's, numbers 382 and 429 which were assigned for that 

> branch, were both retired in December 1957. The 429 was dismantled at 

> Roanoke on 12-6-57 and the 382 soon followed on 12-20-57.
> 

> Bud Jeffries
> 
> -----Original Message----- 
> From: 
NW Mailing List
> Sent: Wednesday, June 29, 2016 9:07 AM
> To: 
nw-mailing-list at nwhs.org
> Subject: M #382 at Bristol
> 
> 
I've always wondered if 382's number plate was a retirement gift to Joe.
> 
That would have been fitting. Still interested if anyone has the date 
for
> the final steam run. Thanks.
> 
> John Garner
> 

> 
> Joe McNew was the engineer up until about late 1956 or early 
1957 - I don't
> know the exact date. Nichols took the job until the end 
of steam. Don't
> know the date of the last steam run.
> 
> 
EdKing
> 
> -----Original Message-----
> From: NW Mailing 
List
> Sent: Tuesday, June 28, 2016 12:27 PM
> To: 
nw-mailing-list at nwhs.org
> Subject: M #382 at Bristol
> 
> Ed, 
Who was the engineer on 201/202 when you were at Bristol . . . Joe
> McNew 
or Nichols? Does anybody have the exact date of the last steam run on
> 
these trains?
> 
> Thanks, John Garner
> 
> 
> 

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