‘cos this is what you’ll get:
Thanks to club member Ben Sochacki for the photo.
‘cos this is what you’ll get:
Thanks to club member Ben Sochacki for the photo.
Club Member Dan Fessler visited this museum on a vacation “back east.”
The famous “General” is not the only locomotive you’ll see in th museum. After the Civil War, the Glover Machine Works of Marietta, GA played a large role in the revitalization of the south. As the only southern builder of steam locomotives, the Glover factory produced smaller engines that were mostly intended for industrial use. Although the Glover facility produced its last steam locomotive in the 1930s, it retained all of the patterns, dies and fixtures to make parts for the engines it produced and continued to support them for well over 20 years. When the facility finally closed, surviving family members saved as much of the locomotive production equipment as possible and that material has is now displayed at the museum in Kennesaw.
Above is a diorama depicting the only belt-driven, steam locomotive assembly line in the US. In this view, you see a pair of small industrial engines in various stages of assembly. Directly in front of the camera sits the chassis of a small 0-4-0T locomotive. Just beyond it, a worker maneuvers the boiler into position on a small cart. On the right side of the photo, more fully assembled locomotive is undergoing some final operations. This is a most interesting exhibit, depicting an operation that all but the most ardent steam aficionados probably never knew existed.
Here are the pics Dan took when he visited:
And finally ……..
This is a Triples Locomotive:
Why am I writing about Triplex Mocomotives when they had nothing to do with Mendocino Railroad History. Well, President Chuck Whitlock was at home cruising the Web watching vids of Train Mountain. Train Mountain is in Chiliquin north of Klamath Falls. Life Member Bill Shepherd owns a piece of land on the Train Mountain property and can run his 7.5 inch gauge equipment on the 37 miles (not an error) of track there. Chuck decided he was “obsessed” with finding out more about Triplex locomotives. I decided to help him out.
Only one 2-8-8-8-4T was ever built, a Mallet-type for the Virginian Railway in 1916. This is the one in the above photo. Built by Baldwin Locomotive Works, it became the only example of their class Xa, so named due to the experimental nature of the locomotive. Like the same railroad’s large articulated electrics and the Erie Railroad 2-8-8-8-2s, it was nicknamed “Triplex”.
The purpose of the Xa was to push heavy trains over steep inclines, requiring high tractive effort, but low speed, over short distances. The Xa worked on a difficult 14-mile section from Elmore to Clark’s Gap.
The Xa’s center set of cylinders received high-pressure steam, and the exhaust from these was fed to the two other sets of cylinders, which were valved for low pressure. The right cylinder exhausted into the front set of low pressure cylinders, and the left into the rear set; this is also why the high pressure cylinders have the same diameter as the low pressure ones, whereas most mallet locomotives have much smaller high pressure cylinders. The front set exhausted through the smokebox and the rear set exhausted first through a feedwater heater in the tender and then to the open air through a large pipe, which can be seen in the photo. Since only half of the exhaust steam exited through the smokebox, firebox draft (and thus boiler heating) was poor. Although the boiler was large (in line with contemporary two-cylinder and four-cylinder practice), six large cylinders demanded more steam than even such a boiler could supply. With all six cylinders operating at their full pressure (which could not be sustained for very long), the Xa produced huge amounts of tractive effort that may have been the highest of any steam locomotive before or since (160,000 pounds-force in compound mode, which was the largest tractive effort for any locomotive up to the time,1914-1916). The Xa is also considered the largest tank engine ever built since the tender had driving wheels as well and thus contributed to traction. The problem of variable adhesion on the Xa’s tender unit was not a serious one, since pusher locomotives had frequent opportunities to take on additional fuel and water.
The Xa was unable to sustain a speed greater than five miles an hour, since the six cylinders could easily consume more steam than the boiler could produce. The tender had a four-wheel truck at the rear to help guide the locomotive into curves when drifting back downhill after pushing a train over the hill.
The XA was sent back to Baldwin in 1920 and was rebuilt as two locomotives, a 2-8-8-0 and a 2-8-2. Unlike their progenitor which lasted only a few years in service, these two locomotives remained in service until 1953.
What about the 2-8-8-8-2 of which there were two:
This engine (above) was ordered to work the difficult 14-mile section from Elmore to Clark’s Gap; only one was built. Although the boiler was bigger than that of the Erie triplex, there was still not enough steam. Another problem was steam leakage from the stuffing boxes of the tender cylinder, which obscured vision from the cab, and the machine was rebuilt without the powered tender.
You might think that an inherent problem with these engines- one that would have occurred to the designers- was that as the tender emptied, the adhesion of the rear driving wheels steadily decreased. However, Wiener states that since they were used for banking, there were frequent opportunities to replenish coal and water, and this was not a serious problem.
This e-mail came out of the blue from Will Hackett:
” ……. I’m a Fort Bragg native son,whose teenage chores included hauling trash to “the dump,” plus area exploration, rock fishing and abalone harvesting. So I’m familiar with coves ’twixt Noyo and Pudding Creek.
Within text of your following linked page, you questioned, “…I wondered if one could see the rock where the Island of Joy exists. Here’s the pic I took. It is in the right location – at the bottom of Elm Street but……. I am not sure.”
You may have since discovered that the once notorious island is actually much closer, about a hundred yards north of the former dynamite shack. During a minus tide it is easily accessible from a well-worn path down to the location now called “Treasure Cove,” accessed from the loop off The Coastal Trail nearest the dynamite shack With a strong arm, the island is a stone-throw from the northernmost bench and mentioned Treasure Cove trailhead on the loop.”
Well Will until your e-mail arrived my ignorance was bliss!! Will goes on:
“The attached pic include the island and southern bluff area, where two bridge anchorages to the island were established — both very near where the mentioned bench is today.”
“[Will] recalling more regarding the offshore brothel, “Island of Joy” doesn’t ring my bell. I’m recalling something more like house of joy on Paradise Island. Also recalling the island may have been initially claimed by an early Fort Bragg businessman and in-town brothels operator, first name Augustus. Then called Augustus’ Island before its Paradise Island naming.
The following clipped portion of a 2015 Advocate-News article regarding Golden West Saloon, reportedly once owned by Augustus West, with upstairs brothel, seems to confirm some of my recall. Yet its details don’t seem entirely correct, either.
“The Golden West weathered civilization’s advance, which included the dynamiting of Paradise Island, a ‘house of joy’ accessible only by footbridge over the waves to a large rock offshore at the base of Laurel Street. Paradise Island, also owned by Augustus West, was not favored by some of Fort Bragg’s more progressively-minded citizens. After demanding action from local authorities without success, they took up a subscription for explosives and, in their own view, improved Fort Bragg’s moral character all at once. No injuries were reported.”
James Marino, a friend, archeologist and author of Glass Beach: A Field Survey / Fort Bragg, California, guided me to bridge footings at the base of the island, and explored up top with metal detector, so am absolutely certain of its location. Yet I cannot find or recall other related information sources, maybe printed material shelved at Guest House or Kelley House museums. Perhaps you have access to more accurate information from coastal historical society folks.
You’re surely aware of the history-related placard at the dynamite snack, and several at other trail locations. Am guessing it’ll be a long while before we’ll see such signage highlighting history of the island, if ever. ”
Here’s the photo/map supplies by James Marino:
Thanks to Will I located the footings of the suspension bridge and just like he wondered if we would ever see a plaque denoting its existence.
Thank you very much Will.
Last Saturday was the worst day I have “worked” the layout. Worked means answered visitor questions and talked to them about our layout (the Mendocino Coast Model Railroad and Navigation Co.) here in Fort Bragg. The wind was howling. The sheeting rain was horizontal and it was COLD. The layout was packed because it was a holiday weekend and, given the inclement weather, there aren’t too many places you can go for entertainment.
So, there I was freezing my butt at the south end of the layout where the wind was crashing the door closed talking to a couple who wanted to know more about the Point Cabrillo lighthouse. The conversation was sparked by our diorama of Point Cabrillo. I explained that the Point Cabrillo lighthouse was a grand place to visit especially when the whales are passing up and down the coast but perhaps not a good place to visit on a day like to day. Just as they were about to leave their young (10?) son started asking questions about whales and sharks. I did my best to answer but was stumped on the question of how long sharks and whales lived. I asked my fellow docent and he was as clueless as me.
Without too much difficulty my web search armed me with enough info for me to answer the question again – that is if i am ever asked!
The humpback whale is not only one of the best-known whale species in the world, but considered among the most popular. You can find them in every ocean, so anywhere you are, as long as you’re in their breeding or feeding grounds, you might just catch a glimpse of one.
They used its size to suggest its year of birth is as early as 1505 – when future King Henry VIII ended his engagement to Catherine of Aragon.
Greenland sharks, which only grow 1 cm a year, have been known to live for hundreds of years Experts used its length – a staggering 18 foott – and radiocarbon dating to determine its age as between 272 and 512 years old, according to a study in journal, Science. It was the oldest of a group of 28 Greenland sharks analysed for the study.
Everyday I learn something new about the Mendocino Coast. This blog started out with a pic I found on Lynn Catlett’s “You know you’re from Mendocino if …..” Facebook page:
if you click on the pic you’ll see the handwriting clearly. Where were or where are the Hot Springs and if they were on the Garcia river how come they were near Point Arena? I didn’t know the answer so I started checking maps. This one shows Hot Springs reasonably well:
In the top left corner is Point Arena and in the bottom right corner is Gualala. Route 1 is the orange line that runs from top left to bottom right. The red line shows how you get to the Hot Springs from one of the minor (black) roads.
One more old photo that I found when I was searching for a decent map:
So, if you are near Point Arena and want a hot dip ………….
This recent e=mail tells the story of these pics:
“On Oct 21st we visited the Mendocino Coast Model Railroad and we want to say Thanks again for your great explanations and the nice little tour through the Workshop that you had given to us. In this Email you will find some photos our daughter Antonia had taken through our visit. ………..”
And this (I think) is a family project:
Thank you Antonia.