{{Short description|American experimental steam-turbine-electric locomotive}}
{{Short description|American experimental steam-turbine-electric locomotive}}
{{Infobox Locomotive
{{Infobox
| name = Baldwin 6-6-6-6-4500/1-TE<br/>“”Jawn Henry””
| name = Baldwin 6-6-6-6-4500/1-TE<br/>“”Jawn Henry””
| powertype = Steam turbine electric
| powertype = Steam turbine electric
| disposition = Scrapped
| disposition = Scrapped
}}
}}
”’Norfolk and Western 2300”’, also known as the ”’Jawn Henry”’, was a single experimental [[steam turbine locomotive]] of the [[Norfolk and Western Railway]]. The N&W placed it in the TE class. It was nicknamed “the Jawn Henry” after the legend of [[John Henry (folklore)|John Henry]], a rock driller who famously raced against a steam drill and won, only to die immediately afterwards. It was designed to demonstrate the advantages of steam turbines espoused by Baldwin Chief Engineer Ralph P. Johnson. It was the longest steam locomotive ever built.<ref>{{Cite web|url=https://texashistory.unt.edu/ark:/67531/metapth28715/|title=[The “Powhatan Arrow” passing the “Jawn Henry”]|first=Burt C.|last=Blanton|date=May 29, 1955|website=The Portal to Texas History}}</ref>
”’Norfolk and Western 2300”’, also known as the ”’Jawn Henry”’, was a single experimental [[steam turbine locomotive]] of the [[Norfolk and Western Railway]]. The N&W placed it in the TE class. It was nicknamed “the Jawn Henry” after the legend of [[John Henry (folklore)|John Henry]], a rock driller who famously raced against a steam drill and won, only to die immediately afterwards. It was designed to demonstrate the advantages of steam turbines espoused by Baldwin Chief Engineer Ralph P. Johnson. It was the longest steam locomotive ever built.<ref>{{Cite web|url=https://texashistory.unt.edu/ark:/67531/metapth28715/|title=[The “Powhatan Arrow” passing the “Jawn Henry”]|first=Burt C.|last=Blanton|date=May 29, 1955|website=The Portal to Texas History}}</ref>
The unit looked similar to the [[Chesapeake and Ohio class M-1]] turbines but differed mechanically; it was a C+C-C+C with a Babcock & Wilcox water-tube boiler with automatic controls. The boiler controls were sometimes problematic, and as with the C&O turbines coal dust and water got into the electric [[traction motor]]s. Number 2300 was retired, stricken from the N&W roster on January 4, 1958 and scrapped later in 1961.<ref>{{Cite web|url=https://www.american-rails.com/jawn-henry.html|title=N&W “Jawn Henry” Locomotive: Data, Photos, History & More|website=American-Rails.com}}</ref><ref>{{Cite web|url=https://trn.trains.com/railroads/railroad-history/2006/06/the-jawn-henry|title=The Jawn Henry | Trains Magazine|website=TrainsMag.com}}</ref><ref>{{Cite web|url=https://www.dailypress.com/news/transportation/dp-nws-train-talk-0204-20200203-oyh6clttjnbsxa6qdi4gm7qyci-story.html|title=Free train presentation explores a real-life “John Henry”|first=Mike|last=Holtzclaw|website=dailypress.com|date=3 February 2020 }}</ref><ref>{{Cite web|url=https://trn.trains.com/railroads/locomotives/2020/03/locomotive-profile-gas-electric-turbine-locomotives|title=Locomotive profile: Gas-electric turbine locomotives|first=Jim|last=Wrinn|website=trains.com}}</ref><ref>{{Cite book|url=https://books.google.com/books?id=IDJBDwAAQBAJ&q=jawn+henry+locomotive&pg=PA212|first=Jan|last=Young|title=Jawn Henry Locomotive Book Page|date=30 November 2017|publisher=Lulu.com |isbn=9781387408610}}</ref>
The unit looked similar to the [[Chesapeake and Ohio class M-1]] turbines but differed mechanically; it was a C+C-C+C with a Babcock & Wilcox water-tube boiler with automatic controls. The boiler controls were sometimes problematic, and as with the C&O turbines coal dust and water got into the electric [[traction motor]]s. Number 2300 was retired, stricken from the N&W roster on January 4, 1958 and scrapped later in 1961.<ref>{{Cite web|url=https://www.american-rails.com/jawn-henry.html|title=N&W “Jawn Henry” Locomotive: Data, Photos, History & More|website=American-Rails.com}}</ref><ref>{{Cite web|url=https://trn.trains.com/railroads/railroad-history/2006/06/the-jawn-henry|title=The Jawn Henry | Trains Magazine|website=TrainsMag.com}}</ref><ref>{{Cite web|url=https://www.dailypress.com/news/transportation/dp-nws-train-talk-0204-20200203-oyh6clttjnbsxa6qdi4gm7qyci-story.html|title=Free train presentation explores a real-life “John Henry”|first=Mike|last=Holtzclaw|website=dailypress.com|date=3 February 2020 }}</ref><ref>{{Cite web|url=https://trn.trains.com/railroads/locomotives/2020/03/locomotive-profile-gas-electric-turbine-locomotives|title=Locomotive profile: Gas-electric turbine locomotives|first=Jim|last=Wrinn|website=trains.com}}</ref><ref>{{Cite book|url=https://books.google.com/books?id=IDJBDwAAQBAJ&q=jawn+henry+locomotive&pg=PA212|first=Jan|last=Young|title=Jawn Henry Locomotive Book Page|date=30 November 2017|publisher=Lulu.com |isbn=9781387408610}}</ref>
== History ==
== History ==
The order for the N&W 2300 was submitted to the Baldwin-Lima-Hamilton Corporation in 1954 and subsequently completed and launched in May that same year. It’s boiler operated at {{cvt|600|psi|kPa}}, more than the average ~{{cvt|300-330|psi|kPa}} locomotives of the time. It had {{cvt|175000|lbf|kN}} of starting tractive effort and {{cvt|144000|lbf|kN}} at {{cvt|10|mph|km/h}}. However, the design performed at a 15% speed disadvantage over {{cvt|12|mph|km/h}} compared to the N&W Class A’s (which stopped production four years prior).
The order for the N&W 2300 was submitted to the Baldwin-Lima-Hamilton Corporation in 1954 and subsequently completed and launched in May that same year. boiler operated at {{cvt|600|psi|kPa}}, more than the average ~{{cvt|300-330|psi|kPa}} locomotives of the time. It had {{cvt|175000|lbf|kN}} of starting tractive effort and {{cvt|144000|lbf|kN}} at {{cvt|10|mph|km/h}}. However, the design performed at a 15% speed disadvantage over {{cvt|12|mph|km/h}} compared to the N&W Class (which stopped production four years prior).
Other shortcomings included the very high cost of production, more than the Class A’s and other competing Baldwin designs of the time. Its very complex controls took new engineers longer to learn, leading to higher downtime and training costs as well as difficulty when coupling to a train. Its size was too large for any N&W turntables and the firebox led to issues with coal dust and ash.
Other shortcomings included the very high cost of production, more than the Class A’s and other competing Baldwin designs of the time. Its very complex controls took new engineers longer to learn, leading to higher downtime and training costs as well as difficulty when coupling to a train. Its size was too large for any N&W turntables and the firebox led to issues with coal dust and ash.
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{{reflist}}
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[[Category:Unique locomotives]]
[[Category:Unique locomotives]]
[[Category:High-pressure steam locomotives]]
[[Category:High-pressure steam locomotives]]
[[Category:Railway locomotives introduced in 1954]]
[[Category:Railway locomotives introduced in 1954]]
American experimental steam-turbine-electric locomotive
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 Norfolk and Western Railway 2300 “Jawn Henry” |
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Norfolk and Western 2300, also known as the Jawn Henry, was a single experimental steam turbine locomotive of the Norfolk and Western Railway. The N&W placed it in the TE class. It was nicknamed “the Jawn Henry” after the legend of John Henry, a rock driller who famously raced against a steam drill and won, only to die immediately afterwards. It was designed to demonstrate the advantages of steam turbines espoused by Baldwin Chief Engineer Ralph P. Johnson. It was the longest steam locomotive ever built.[1]
The unit looked similar to the Chesapeake and Ohio class M-1 turbines but differed mechanically; it was a C+C-C+C with a Babcock & Wilcox water-tube boiler with automatic controls. The boiler controls were sometimes problematic, and as with the C&O turbines coal dust and water got into the electric traction motors. Number 2300 was retired, stricken from the N&W roster on January 4, 1958, and scrapped later in 1961.[2][3][4][5][6]
The order for the N&W 2300 was submitted to the Baldwin-Lima-Hamilton Corporation in 1954 and subsequently completed and launched in May that same year. Its boiler operated at 600 psi (4,100 kPa), more than the average ~300–330 psi (2,100–2,300 kPa) locomotives of the time. It had 175,000 lbf (780 kN) of starting tractive effort and 144,000 lbf (640 kN) at 10 mph (16 km/h). However, the design performed at a 15% speed disadvantage over 12 mph (19 km/h) compared to the N&W Class As (which stopped production four years prior).
Other shortcomings included the very high cost of production, more than the Class A’s and other competing Baldwin designs of the time. Its very complex controls took new engineers longer to learn, leading to higher downtime and training costs as well as difficulty when coupling to a train. Its size was too large for any N&W turntables and the firebox led to issues with coal dust and ash.
