That runs on the Hull-Wakefield excursion train in western Quebec:http://naphotos.nerail.org/showpic/?photo=2005080511023712808.jpg&bydate%3A79

This isn't the same engine that sojourned briefly at a northeastern US excursion operation, is it?

If you're referring to the one on the Belfast and Moosehead Lake RR in Maine, I believe it was number 1149.

The 909 showed up around 1992 and has always been on the HCW. It is an E-2 class 2-8-0 modified in Sweden from an E class 0-8-0. It was also converted to an oil burner in Sweden. The 1149 came to the BML in 1994 where it resides today, although in storage this year. The 1149 still burns coal. LF

Pistons on the inside of the frame?! That must be a pain to work on and grease. What kind of valve gear would an engine like this have?

This engine is indeed difficult to maintain. Believe it , or not, this engine has Walshart valve gear. The eccentrics are about 18 inches in diameter. They look like Stevenson, except you only have one eccentric per valve instead of two. I can't remember if they're located on the second, or third driver axle. Oil is the main lubricant used on these engines. The rods and crossheads have cavities cast in them for the oil and every time the wheels make a revolution the oil is run past a metering rod to the journal. The covers are spring loaded with a catch so they can easily be opened and closed. The valves and cylinders are lubricated with a mechanical lubricator. LF

Thank you for the explantation. I enjoyed reading it. Very interesting.Makes me want to look this engine over in person.I wonder what the designers thought the advantages were to this type of construction.

From what I understand, this class of locomotive was designed with inside cylinders to help it run more stable at speed. In other words, the weight from the reciprocating machinery would tend less to rock the engine inside the frames than if it were located outside. LF

The Belfast engine is a ten wheeler, outside cylinders and gear.On the other engine: inside cylinders, assuming you can maintain them with a pit, have a number of advantages. The cylinders are thermally insulated by their position between the frames and closer to the smokebox, and steam passages are shorter. Balancing and vibration are much better, because the oscillating masses are closer together and have a much smaller torque arm (moment radius) with respect to the centerline of the engine.The oilers have a little slug or pin valve that jumps up due to centripetal (sp.?) motion on every revolution and admits a drop of oil. Oil is preferred to grease because, remember, these engines spent most of their service lives in freezing weather.

Any inside connected locomotive is a PITA to prepare - I know because almost everything I get to run is inside connected. Some are better than others - the worst offenders are products of Swindon.G