The Glover Machine Works in the Southern Museum of Civil War & Locomotive History in Kennesaw, GA,

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.

Amazing diorama of how Glover Locomotives were built

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:

Image #1

Image #2

Image #3

Image #4

Image #5

Image #6

Image #7

And finally ……..

The General

Thanks Dan.

Triplex Locomotives – 2-8-8-8-2 and 2-8-8-4-8-4

This is a Triples Locomotive:

Builder’s photo of the Virginian Xa, the sole 2-8-8-8-4 locomotive ever built

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:

Erie Railroad Triples # 1914

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.

Virginia Railway Triplex # 1916

 

 

 

Wabash Cannonball

Our Club’s VP, Lonnie Dickson, thought I would like this Johnny Cash version of the song, “Wabash Cannonball.” He was right – I think it’s great!

It turns out that the song is old and has quite a history. What follows is from Wiki ……

The Wabash Cannonball” is an American folk song about a fictional train, thought to have originated in the late nineteenth century. Its first documented appearance was on sheet music published in 1882, titled “The Great Rock Island Route” and credited to J. A. Roff. All subsequent versions contain a variation of the chorus:

Now listen to the jingle, and the rumble, and the roar,

As she dashes thro’ the woodland, and speeds along the shore,

See the mighty rushing engine, hear her merry bell ring out,

As they speed along in safety, on the “Great Rock-Island Route.”

A rewritten version by William Kindt appeared in 1904 under the title “Wabash Cannon Ball”. The Carter Family made one of the first recordings of the song in 1929, though it was not released until 1932. Another popular version was recorded by Roy Acuff in 1936. It is a signature song of the Stephen F. Austin State University Lumberjack Marching Band, the Kansas State University Marching Band, the University of Texas Longhorn Band, and of the Indiana State University Marching Sycamores, as ISU is close to the Wabash River. It was also used as the theme song by the USS Wabash (AOR5).

The song “The Wabash Cannonball” is part of the The Rock and Roll Hall of Fame’s 500 Songs that Shaped Rock and Roll list In addition to The Carter Family’s 1929 recording and Roy Acuff’s 1936 recording, many hillbilly artists recorded “The Wabash Cannonball” during the Great Depression era of the 1930s and 1940s. Bing Crosby recorded the song for his album “Bing Crosby Sings The Great Country Hits”. The song increased in popularity during this time. In the wake of the song’s popularity, the Wabash Railroad named its express run between Detroit and St. Louis as the Wabash Cannon Ball in 1949, the only actual train to bear the name, which it carried until discontinued in 1971. However, the train was named after the song, not the other way around.”

Some good loco footage in the vid:

Real story of one that got away – freight car that is ……

When Jim Johnson and his delightful wife were visiting our layout a short while back I asked him if he would share with stories about his life working on the railroad. This first one is a beauty!!!

In 1973 I was assigned to the extra board in Portola CA. This was the summer of 73 and every year about this time Stockton ran short of men and the company, Western Pacific, forced low seniority people to Stockton. The only way to get out of this was to bid and hold a regular job. I was determined that I was not going to Stockton so I bid on a midnight switch engine in Oroville, CA. I bid the job successfully and so began my summer in Oroville.

I don’t really remember the name of my ground crew but there were threee switchmen assigned to this job. One night instead of switching the yard we got the tramp duties to spot up industries outside the yard. So out the mainline west we went, a mile or so out to a place called Forest Products. We had two cars. One for Forest Products and one to go elsewhere. They were both behind the engine so the move out was a shoving move.

We got to Forest Products. We cut the one car off and left it on the main line and ducked into Forest Products. We spent about five minutes spotting up the car and then went back out to the main. As we entered the main the switchman jumped off the train to line the switch back. As he did so he looked up at my engineer’s window and threw his hands out to the side and exclaimed “Its gone. It’s gone”.

I looked out and realized that the car that we had left on the main was indeed gone. I looked further west down the mainline at the signal that was about a mile away. The signal that had been green was now red. Well. it’s downhill all the way to Marysville, 26 miles away. Away we went in chase of that car. I called the dispatcher, Gene Edgeman, and advised him of what was going on and advised him to stop any trains headed east and to call the SP dispatcher and advise him to stop their trains at the interlock at Marysville. About 12 miles down the main, just before Craig siding we caught up with the car doing 45 mph. We made a good joint with the runaway car and got stopped.

I did not go by any absolute signals but …….  We headed back for Oroville yard just knowing we were all fired when the dispatcher called us and advised no damage had been done and to forget about the incident. Ours jobs were intact. There was no one in the yard office, and no-one including the trainmaster was any the wiser. So. we put our car away and I went home with a solemn promise to myself  NOT to repeat this this again.

As I was reading this I thought what a great movie it would make.

Thanks Jim.

I couldn’t find any songs about runaway freight cars. But, I did remember this one from my childhood ……

The wreck of the Ole 97

I think that I have every record that the Seekers and their lead singer Judith Durham have ever made. I had the shuffle control on the other day and this one came up:

It sounded very authentic but, was it? The ‘net coughed up this vid which tells the “real story” better than I can:

At the end of the above vid is a reference to the original best-selling version of the record.:

I hope I am not the only twit around here who didn’t know the whole story!!!

Mendocino Lumber Co. Loco #2 – a geared Climax

A Climax locomotive is a type of geared steam locomotive in which the two steam cylinders were attached to a transmission located under the center of the boiler. This transmits power to driveshafts running to the front and rear trucks.

Rush S. Battles patented the basic design in 1891. Battles’ design had horizontal cylinders connected to the drive shaft through a 2-speed transmission. The drive shaft passed just above the axle centers, requiring the use of hypoid bevel gears to transfer power to each axle. Unlike the later and somewhat similar Heisler design, there were no side rods on the trucks and all gearing was open, exposed to the elements. Battles’ patent describes the core design that became the Class B Climax, and as his patent illustrations show the name Climax emblazoned on the locomotive cab.

Charles D. Scott, an inventor who had previously proposed a less successful geared steam locomotive, patented improved versions of Battles’ trucks in 1892 and 1893.Scott’s 1892 patent was the basis of the Class A Climax. His 1892 patent included gear-case enclosures.

Many loggers considered the Climax superior to the Shay in hauling capability and stability, particularly in a smaller locomotive, although the ride was characteristically rough for the crew. Mendocino Lumber Co. owned one of the two Climaxes along the Mendocino Coast – Caspar Lumber Co, owned the other.

Mendocino Lumber Co, #2 Climax loco

Mendocino Lumber Co, #2 Climax loco