(Photos courtesy of Atlanta History Center) |
Texas (No. 49) before its restoration. (Picket photo) |
BACKGROUND:
Danforth, Cooke & Co. manufactured the locomotive (53,000 pounds). Except
for the frame and some aspects of its power system, most of the locomotive was
replaced over the years because of wear and tear and technology gains. The
tender (20,000 pounds) was not the original used with the Texas.
SMOKESTACK:
The stack is new. Historian
and artist Wilbur Kurtz first, who saved the locomotive from potential salvage,
restored the Texas in the mid-1930s while it was housed in Atlanta’s Grant
Park.
“We found some drawings that Kurtz had made of
some of what new he put on and what he took off,” Sigler said. Basically, Kurtz
had returned the Texas to a Civil War appearance.
The Atlanta History Center
has aimed to show the engine in its modified, postwar career. The new stack was built in
three sections and is lighter than the original one (the locomotive doesn’t
operate).
(Courtesy of Atlanta History Center) |
BOILER JACKET (replaced, above): This part of the restoration also took
extensive research by the AHC. The boiler produced the power necessary to move
the train and is the longest part of the locomotive. The new blue color on the
boiler was painted to resemble the finish on Russian iron, historically pressed
in the Ural mountains. “It was cheaper and easier to maintain as an alternative
for their jackets. It would not oxidize as quickly as a regular piece of
pressed iron,” Sigler said.
BOILER BANDS: They are four inches wide, fastened
with copper rivets. A patina effect dulled the color.
BELL: Besides the warning whistle, the Texas carries this picturesque bell. While likely not the original, it’s been on the Texas since at least the Kurtz restoration.
The metal component or bracket that holds it is believed to go back to the
Great Locomotive Chase in 1862, Sigler said. “Of the original pieces, that is one that made it on with
all the changes.”
HEADLAMP:
The main purpose was to warn people ahead to clear the track. By the
Civil War they had been standardized in the form of a box with a glass front.
Sigler said the one on the Texas is probably from its last few years in
service, around 1903-1907.
The history center, he says, is still looking for
one that would have been in use in 1886. “If an old and better thing comes
along, it can be swapped out.”
No. 212 at the end of its life (Courtesy of AHC) |
NO. 12: The numeric designation is a bit
complicated. The Texas carried the number 49 immediately after the Civil War as
it continued service in Georgia for the Western & Atlantic Railroad. In
1870, it was renamed the Cincinnati and given the 12 number. It was converted
from wood to coal power. In 1890, the Nashville, Chattanooga and St. Louis
Railway leased the locomotive, and it was renumbered to 212, which it kept
until retirement. Kurtz returned the number to 49 during his restoration and
the new effort picked No. 12, to meet the 1886 history of the engine. Follow
that?
(Courtesy of AHC) |
COWCATCHER: The one put on by Kurtz is being
retained for exhibit at the Atlanta History Center. The new one is hand-built. “We had a basic degree of angle we wanted off some Baldwin research
on pilots.” It attaches to a horizontal pilot beam. The purpose is to deflect items on the track that might
derail the train.
(Courtesy of Bob Kassel) |
SAND DOME/BOX: These carried sand that would be
dropped on the track to gain traction to pull the engine forward. A cab lever
was used to drop the sand from the dome and down tubes to the rail. Sand was delivered by gravity or a steam blast, depending on the engine design.
Smooth
wheels on smooth rails are effective, but the sand helps during slippage.
(Courtesy of AHC) |
LETTERING ON TENDER: The crew in Spencer turned to other specialists for some of the work. Sign painter Louis Brady of North
Carolina did the lettering. “We based it on old photos of the Joseph E. Brown
operated by the W&A,” said Sigler.
Sigler said
the Texas was “rode hard and put up wet” when it went out of service more than
a century ago. While Kurtz did an extensive restoration, Sigler and Watts had
to remove rot and worn parts, especially on the tender.
Jackson
McQuigg, vice president of properties for the Atlanta History Center, has
emphasized how much of the Texas had been modified or changed out during its
half century of service. He notes the discovery of an 1871 stamp on the boiler. While some have wanted the restoration to go back to the presumed Civil War appearance, the AHC said the engine was also important in building Atlanta as a railroad center in the postwar, and they want to tell both stories.
Scott
Lindsay, who heads up Steam Operations Corp., said it was a privilege for his
team to restore the Texas. Meticulous AHC research and detailed craftsmanship combined
for the final product.
“Everything is a custom piece. Nothing is off the shelf.”
Thanks to Howard Pousner of the AHC for the photos taken at the North Carolina event.
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