Possible standard gauge Porter 2-4-0 could be available down in Georgia.

https://movinghenryforward.org/2021/11/12/henry-county-considering-removal-of-historic-train-at-heritage-park/?fbclid=IwAR2ys58kDrTPEg-jrRRkg8I5S1LRXlt4nkXrmtSU4CPquBNw9Xn0OOIUeuw

Here she is in operation in the 1990s on the Y&S.
https://youtu.be/oSZHuFYuMuc

I have room for that in my driveway, and Sammy and could doublehead........

A 2-4-0 and an 0-4-2: I like it!!!


Les

It works for us,

Sammy & Audrey

The makings of a double ended Fairlie / Beyer Garret hybrid mashup.

Bob -

Would be double Porter's no less! Hope the 2-4-0 ends up with a good owner.


Les

I could be wrong, but that doesn't look like a Hollywood cowcatcher. In fact, this little darling reminds me an awful lot of the three foot gauge Porter moguls used by United Fruit on their banana plantations in Guatemala. Hesston has two different sizes of these... how about a push pull operation ?? Oh wait, I've got a better idea. How about a good old fashioned switch engine race ?? First guy to the switch wins. The second guy better stop in the clear, or everybody loses.

Cuban style...... too much time in the cane fields.

Yes, that's the Porter 2-4-0 that was running until about 1998 in PA.

Here's a video. https://youtu.be/_JbXo_8qarg

If you're serious about this thing and want to know details about it or why it stopped, PM me.

If it was converted from an 0-4-0 to a 2-4-0, would the conversion cause a reduction in drive wheel adhesion due to the elimination of the weight of the tank full of water over the drivers and a portion of the locomotive now being supported by the lead truck? I guess the latter part of my question somewhat depends on how/if the lead truck is equalized to the lead drive wheel.

Neat slope back tender it was running with. Wonder what its history was? Looks like the tender it now has in Georgia is different.


Les

Ken, yes to both of your questions. Even with equalization, some weight is bound to be removed from the drivers, reducing adhesion. The weight in the saddletank and fuel bunker is not only removed from the drivers, but could be considered part of the train weight. You lose somewhat more than a car from whatever train she could handle originally.

Another yes on the reduction in tractive effort. My experience at Cedar Point with their ex-Carbon Limestone Porter, now George R., then Victoria, that was an 0-4-0 saddle tanker, converted to a 2-4-0 tender engine is that it tended to be a little slippery.

Pretty much anytime you reduce the locomotive weight by removing components you're losing adhesive weight and thus traction....
On a saddle tanker, say the boiler holds 500 gallons of water and the tank holds 1000 gallons....
Water weighs around 8 1/3 lbs+ per gallon, so removing the saddle tank removes at least about 8,000 pounds, not counting the tank itself....granted, this is a variable weight, which reduces as you use water....
So, depending on the exact tank size and weight, you're losing at least 10K pounds (5 Tons) weight on drivers by removing it...
On a locomotive that weighs, say, 20 tons...now you've reduced weight by about 1/4....
Not sure the exact formula, but it's going to reduce the locomotive tractive effort by a substantial amount...