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.
The world’s largest steam engine is making its way across the country, attracting crowds in cities and small towns wherever it goes. The steam engine’s name is Big Boy, and he is a very big boy.The occasion for Big Boy’s restoration was the 150th anniversary of the completion of the 1,900-mile Transcontinental Railroad in Promontory Summit, Utah. Big Boy steamed into Ogden, Utah, for the festivities in May, and then continued his journey. You can track his progress on this interactive map.
Big Boy is 132 feet long and weighs more than a million pounds. That is a lot of feet and pounds! ALCO produced 25 Big Boy engines starting in the early 1940s, but only eight are still in existence, and only one—the Big Boy, No. 4014—is in operation. Union Pacific acquired the retired engine from a museum in 2013 and spent the past several years restoring it. The engine had previously had been out of commission for six decades, which makes his journey this summer a very big deal to “railfans.”
Big Boy – UP’s restored 4-8-8-4
Big Boy is a tremendous hit wherever he goes. In West Chicago, Illinois, Union Pacific estimated that 45,000 people came to see the behemoth; town officials had initially planned for fewer than 10,000. Suburban Chicago’s Daily Herald reported that some small communities along Big Boy’s path have seen their populations triple as he rolls through town. “Thousands turned out to view the engine, whether it was children on their way to Sunday school or travelers from across the continent and around the globe,”
Twenty-five Big Boys were built exclusively for Union Pacific Railroad, the first of which was delivered in 1941. The locomotives were 132 feet long and weighed 1.2 million pounds. Because of their great length, the frames of the Big Boys were “hinged,” or articulated, to allow them to negotiate curves. They had a 4-8-8-4 wheel arrangement, which meant they had four wheels on the leading set of “pilot” wheels which guided the engine, eight drivers, another set of eight drivers, and four wheels following which supported the rear of the locomotive. The massive engines normally operated between Ogden, Utah, and Cheyenne, Wyo.
There are seven Big Boys on public display in various cities around the country. They can be found in St. Louis, Missouri; Dallas, Texas; Omaha, Nebraska; Denver, Colorado; Scranton, Pennsylvania; Green Bay, Wisconsin; and Cheyenne, Wyoming.
Big Boy No. 4014 was delivered to Union Pacific in December 1941. The locomotive was retired in December 1961, having traveled 1,031,205 miles in its 20 years in service. Union Pacific reacquired No. 4014 from the RailGiants Museum in Pomona, California, in 2013, and relocated it back to Cheyenne to begin a multi-year restoration process.
I decided to post this after I spoke with a couple today who got up at 2.00 am and drove 9 hours to visit with Big Boy! Can’t see my wife getting up at 2.00 am to see a steam loco. But, you never can tell.
To finish this off I’m adding my latest favorite train song:
So sayeth the Daily Mail. I got this link from LeeAnn Dickson – she is the wife of our VEEP Lonnie.
“Watching two trains hurtle into each other at full throttle causing complete destruction and chaos might not sound like ideal weekend entertainment. But more than 100 years ago, thousands of people would flock from miles around to do just that. In the late 19th century and early 20th century, showmen in America would intentionally crash two trains, strapped with explosives, into each other to attract hordes of people to a fair.
Ticket to collide! Trains crash head-on in archive footage taken at the California State Fair. Click here to see.
This one is a staged crash at the Minnesota State Fair in the 1930s. Click here to see.
A purpose-built track would be laid with two trains that were no longer fit for purpose placed at opposite ends facing each other. Brave engineers would then fire them up to full speed and jump off at the last second, just before the machines smashed into each other at a combined speed of 90mph and caused huge explosions. By the late 1800s train crashes were common and often fatal and large crowds would gather to watch the damage caused. A man known only as A L Streeter was the first to put on an intentional train crash in Buckeye Park, Ohio, in 1896 Pictured is the aftermath of a staged crash at the Crush site:
Pictured below are thousands of people looking at a real train crash that happened near Nashville, Tennessee in 1918.
Real crash at Nashville
But not all of the dangerous crashes ran smoothly.
Later that year (1896), a man called William Crush started a similar event in the middle of nowhere in rural Texas. Crush’s events didn’t always run smoothly. One crash ended in the death of three people when the trains’ boilers exploded and sent iron debris flying into the crowd. He even created a purpose-built city for his customers by drilling two water wells and inviting the Ringling Brothers to put on a circus. Erecting a grandstand, telegraph office and train depot, the ‘city’ became so big that they named it Crush – after its creator. Before the first Crush crash, he asked the engineers. whether there was any chance the boilers on the steam engines could explode. All of them except one said they wouldn’t. A staggering 40,000 people had turned up to the event – double the number that had been expected. The crowd was kept 200 yards away from the crash zone while the trains both rattled toward each other at 45 mph.
Joe Connolly, another event promoter, earned the nickname ‘Head-On Joe’ for successfully putting on more than 100 deliberate train crashes from 1900 to 1932. Pictured is the moment just before another crash at Crush:.
Moments before the crash
Moments after impact
Head-On Joe would also decorate his trains to encourage more visitors and make the crash more exciting. Pictured is the crash from the Iowa State Fair in 1932 when he painted Hoover on one train and Roosevelt on the other, depicting the political rivalry that was going on during the presidential election. At the moment of their collision there was an enormous explosion that sent debris flying hundreds of feet into the air. Terrified onlookers sprinted away from the scene but lumps of steel and iron reigned down – killing three people and seriously injuring others. Despite this catastrophe, staged crashes continued to be popular. “
“My name is Tammy Durston – I grew up in Annapolis, went to Pt Arena High and am author of three books on the area. I am writing a fourth book featuring what the Mendo coast looked like in the past versus what it looks like now. My husband’s family has been in the coast since around 1850. I’m the family historian and have been going through old photos. My husband’s great grandfather was a train engineer in Elk and Caspar. I’ve attached a couple of photos. I wondered if you could give me any background on these engines.”
Here is the first of the two photos:
One of Greenwood Railroad Co #2, #3 or #5 Shay
My reply: if you go to this page in our website I think you will find this loco in one the top three photos. So, I think this photo is of a Shay although I can’t tell if it is #2, #3 or #5. Toward the bottom of this web page you’ll see what we know about the Elk/Greenwood Shays. GRCO I am reasonably sure is short for Greenwood Railroad Company.
And photo number 2:
Caspar, South Fork & Eastern Railroad #3 – a 2-6-2t
This one took a bit of finding. I finally located it on our website in Issues 315-316 of the Western Railroader magazine – Caspar Lumber Company. If you click here you can bring up the entire book . Page though to page 12 and you’ll see this loco in the top photo.
Bobby Cowan, notwithstanding that he lives in Florida is a member of our club, The Mendocino Coast Model Railroad & Historical Society. Bobby is coming here to Fort Bragg to assist in the restoration of “our” caboose, CWR’s (California Western Railroad) Caboose #11. Bobby recently sent me a “heads up” about a Caboose that lives “down his street.” The”heads up” was about a piece that appeared in the The Daily News – a newspaper that serves the Emerald Coast in Florida:
“The railroad ties that bind by Heather Osbourne
VALPARAISO — Wanderlust grasped at the heart of young Randall Roberts as he watched the passenger train zoom through the Bonifay station every Sunday after church. Roberts said he would study the faces of each traveler, caught in small glimpses through the yellow glow of the train’s windows. It was the early 1940s and the United States was in the midst of World War II. Observing passengers from unknown places was a town affair, Roberts said, I’d say to myself, ’Ahh, I wish I could go, Roberts said of his 15-year-old self. “I can remember it and picture it so vividly.” Now in his early 90s, Roberts continues to spend hours gazing at trains. This time, though, it’s not a passenger train, but a red antique caboose that sits in his backyard in Valparaiso.
In 1968 Roberts and his wife traveled to Montgomery, Alabama, to do the nearly impossible. Roberts said he’d watched for years as fond memories of his childhood — cabooses traveling across the United States — were being burned for scrap. The train lover was determined to not let them go extinct. “I thought it was awful,” Roberts said. “They were burning history. We started searching for a caboose of my own. We found one in Montgomery that was downtrodden. We immediately said we’d take it.”
The journey to his new home of Valparaiso, however, would prove to be a challenge. “We had our friends pull it for us on the tracks all the way back home,” Roberts said. “This was back when I had less sense than I do now. We pulled it to a big saw mill where the Mullet Festival is held. We then had to hire a professional house mover.”
The movers, Roberts said, had to drive the large caboose over the Tom’s Bayou Bridge and through the city to their first house on Chicago Avenue. The train was moved six months later to the Roberts’ new home down the road.
The caboose has remained there for about 50 years.
Similar to a modern-style tiny house, it has a bathroom, stove, sink, fridge and living area. The caboose was placed on a few feet of tracks Roberts laid himself, which is now accompanied by an antique railroad switch just for show.
“My wife was quite the carpenter,” Roberts said. “She and my father-in-law did repair work on it. We had the conductor seats professionally reupholstered and we made curtains for it and everything. When it was all done, we borrowed incandescent lights from the city and hosted a caboose party. People came dressed in railroad overalls.”
It was a thing of beauty once fully renovated, Roberts said. He always dreamed of one day taking it out on the tracks for a trip across the country. That trip, unfortunately, hasn’t happened yet. And history, according to Roberts, is repeating itself.
Full speed ahead
The train man’s beloved caboose is slowly deteriorating. Roberts said his only wish is for it to be restored again. His carpenter wife has passed on and 90 years old is a bit too aged to be on the roof of a caboose, he said. Nevertheless, the caboose doesn’t simply remind him of his childhood anymore. It holds memories with his spouse and his friends he calls the “movers and shakers of Valparaiso” who have passed on, too. And it brings him back to a time when his children would climb up and down the little red caboose to see over the neighbors’ roofs.
“I’m going to fix it up again soon,” Rogers insisted. “It’s sad to see it like this.”