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Winter 2002 |
Volume 22 Number 1 |
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A Quarterly Publication of the Railway & Locomotive Historical Society, Inc. |
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Newsletter Notes The cover photograph for the last
issue was found by Dr. Jim Brown. If you know of other
photographs of current historical events, let me know. |
Heislers These two photos (cover and page
8) were submitted by Dale C. Steele, son of Clifford
Steele, who is shown in both photographs. John Steele
was his great uncle and Frank Steele his grandfather.
He further states that this was the West Fork Lumber
Company which was owned by Tom Murray. The local tracks
were owned by the West Fork and connected possibly with
the St. Regis - De Paul mainline to Tacoma. The railroad
was removed in about 1950 and trucks were used to complete
the harvest of timber. The locomotive is on display
in Elbe, Washington, and may still be used for excursions.
Information on its condition would be welcome. COVER: Heisler #91 with Herman Lockhart; Frank Steele, fireman; and Clifford Steele, engineer on the tracks from the “falling” or lumber site to Mineral, Washington, about 1935. Photo by Darius Kinsey. |
R&LHS MEMBER SERVICES
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R&LHS Newsletter Copyright © 2002 R&LHS
William F. Howes, Jr., President Editor/Publisher
Assistant
Editors
Editorial Advisor Printer |
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Membership Matters Membership applications, change of address and other membership status inquiries should be sent to: R&LHS
- Membership Trading Post Society members may use, without charge, the Trading Post section of the quarterly Newsletter and the R&LHS WebSite to advertise items they wish to sell, trade or acquire or to seek information from other readers. This service is intended for personal, not general commercial, use. All items should be sent to Clifford J. Vander Yacht, see address at left. Commercial Advertising Anyone may present, with payment, display advertising to the quarterly Newsletter and the R&LHS WebSite to advertise any railroad oriented items. All advertisements should be sent to Clifford J. Vander Yacht, see address at left. Locomotive Rosters & Records of Builder’s Construction Numbers The Society has locomotive rosters for many roads and records of steam |
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locomotive construction numbers for most builders. Copies are available to members at twenty five cents per page ($5.00 minimum) from R&LHS Archives Services, see address below. A list of available rosters may be obtained for $2.00. Back Issues of Railroad History Many issues of Railroad History since No. 132 are available at $7.50 per copy. For information on the availability of specific issues and volume discounts, write R&LHS Archives Services, see address below. Articles from the Bulletin & Railroad History Copies of back issues of these publications of the Society are available to members at twenty cents per page ($5.00 minimum) from R&LHS Archives Services, see address below. Research Inquiries Source
materials printed, manuscript and graphic are included
in the Society’s Archives. Inquiries concerning these
materials should be addressed to R&LHS Archives
Services, R&LHS Archives Services, PO Box 600544,
Jacksonville, Florida 32260-0544. To
help expedite our response, please indicate a daytime
telephone number where you can normally be reached.
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Feedwater Injectors
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by A. J. Bianculli It might seem to be a simple task to add water to a working locomotive boiler but one must consider that the water must be introduced against a pressure of 60 pounds per square inch or more. Obviously a pump that will develop a higher pressure than that within the boiler must be used. At first, force pumps operated by a half-crank on a driving wheel or connected to the cylinder rod were employed. Force pumps had several drawbacks. First, they operated only when the locomotive was moving. If the engine was delayed for an extended period, it was common practice to uncouple it and run it back and forth to continue feeding water into the boiler. Metering was imprecise, dependent upon the setting of a shut-off cock. The admission of too much water could result in a blown cylinder head; too little, exposure and rupture of the crownsheet resulting in a boiler explosion. The solution was devised by Henri Giffard, who, in 1852, invented the injector, a device without moving parts that acted like a pump. Giffard had built a steam-engine-driven airship and sought to reduce its weight by replacing the mechanical pump. The injector operated under Bernoulli’s principle; it developed a partial vacuum above the cold feedwater and drew it into the injector. Referring to the drawing, boiler steam was admitted through the pipe at the upper left. The valve at A was controlled from the cab and, when it was opened, steam passed through it at high velocity into space E. At the point of entry into this chamber, c, a reduced pressure was established which drew cold water at atmospheric pressure through the pipe at the right. The water, mixing with the stream of steam, was carried along with it. After a few seconds, the water was moving as fast as the steam, but the latter was condensed by the cold water, changing the stream into mostly water. The condensation process reduced the volume of the steam up to a thousand times without slowing it down. The momentum of the water stream became sufficiently high to be “injected” into the locomotive boiler through the pipe at the bottom. Incidentally, the incoming water was warmed by the condensing steam so that it did not significantly reduce the boiler water temperature. |
Giffard’s “steam pump,” as it was
called, was brought to the United States in 1860 and
sold by William Sellers. It was used, at first, as a
supplement to the force pump because it could not function
against boiler pressure greater than 100 psi and “it
was too troublesome to be relied upon.” The Baldwin
Works installed the first injector applied in this country
on a locomotive delivered to the Westchester Railroad
in 1861 but lacked the confidence to make it the sole
feedwater supplier; they also installed a force pump.
However, the injector was steadily improved and, in
1876, the Master Mechanics Association concluded, “that
injectors were as reliable as pumps.” By 1890, the injector
was the boiler feedwater device of choice on new locomotives.
This is based on information from his new book, Trains
and Technology, published by the University of Delaware
Press, 2001
THE
BOOSTER
by Elsie Voigt
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In the R&LHS NATIONAL NEWSLETTER, Summer, 2001, Robert LeMassena’s article, Additional Notes, refers to the trailing truck booster as empowering smaller steam locomotives to equal the performance of larger ones, a device adopted by several Class I railroads and rejected by several others. The booster is interesting because of its design and operation. The reason for its invention is more interesting still: the device was meant to bypass a crucial flaw in steam locomotive design affecting all locomotives, but particularly restraining the freights. The booster addressed the real power needs of freight engines. The later articulateds also did a great deal to fill those needs. The booster delivered extra power on the low-speed end of the power curve. Steam freight power peaked at around 15 to 20 mph, at which speed it achieved what is called maximum continuous tractive effort, or MCT, the maximum drawbar pull a locomotive can produce for an indefinite period of time. The booster supplied what was missing at the designing stage: an MCT peaking at around 8 to 12 mph, almost exactly what the diesel-electric was designed to achieve. A locomotive was locked into the booster’s peak performance speed of 8 to 15 mph for starting, acceleration and low-speed work until cutoff time, usually at about 15 to 20 mph, or to 30 at the most. If an engineer finessed it well, the booster could be cut in to prevent train-stalling at speeds up to 15 mph. This small device was an ingenious, compact two-cylinder steam engine, back-gear-connected to one idle trailing truck axle, turning it into a “driving” axle. As he required, the engineer could put the booster into operation by activating a rocking idler gear that was completely independent of the main engine. The idler gear connected with two spur gears, one on the axle, one on the booster engine shaft. The idler gear cut out automatically when a speed was reached at which the booster ceased to be effective. |
Sometimes the booster was applied to a front or rear axle of the front tender truck. It was then called an “auxiliary locomotive.” Two or even three truck axles were outside-connected by ordinary side rods. Unlike the locomotive trailing truck booster, the tender truck variation was intended only for very slow-speed work, usually in yards, lest the short side rods rotate to the breaking point. Many locomotives enjoyed a boost of up to 10,000 lb of tractive effort, or a maximum of 15,000 lb over their usual tractive effort. Since a booster worked at slow speeds and cut out early, its actual mileage on a per-trip basis was low. About 1915 the two-wheel radial trailing truck was built with a one-piece, cast-steel frame suitable for mounting a booster. Boosters quickly rose in popularity. However, the booster came with a downside despite low mileage. While the gears were rotating, a load was suddenly forced upon them causing undue wear and relatively high maintenance costs. Flexible steam and exhaust pipes serving the little booster engine required careful maintenance. In the first place, the locomotive needed a sufficiently large boiler capacity for an additional engine. So it seems the booster was a useful toy for the rich. I don’t think the lesser-endowed railroads used boosters with any steady success (or at all). The reason for the booster’s
very existence was a harbinger of things to come — and
diesels came. By boosting steam power to its maximum
continuous tractive effort at very low speeds where
it was needed, the booster helped considerably to offset
the negative effects of large diameter driving wheels
and enormous overall weight. With the exception of big,
specialized articulated locomotives of advanced design,
steam locomotives simply developed their maximum hauling
abilities too late on the power curve. |
Railway & Locomotive
Historical Society
Annual Meeting
2002 RAILS
IN THE ROCKIES
June 6 - 9, 2002, Colorado Springs,
CO
Hotel Reservations
The Wyndham Colorado Springs Hotel has reserved a block of rooms for R&LHS members until April 30, 2002, and on a space-available basis after that date. The room rate is $99 (plus tax), single or double. Be SURE to mention that you are with R&LHS. Reservations must be made direct. Local phone: (719) 260-1800. Wyndham International 1-800-996-3426. BE SURE TO RESERVE BY APRIL 30TH FOR $99 RATE!
Registration and Fee Schedule
| Number | Amount | Total | |
| Registration Fee (required for every attendee) (select one type of registration for each person attending) | |||
| By 4-30-2002 ALL EVENTS SPECIAL (includes registration) | _______ | $160.00 | _______ |
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_______ _______ |
$ 20.00 $ 35.00 |
_______ _______ |
| Friday, June 7, 2002 | |||
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_______ _______ |
$ 15.00 $ 25.00 |
_______ _______ |
| Saturday, June 8, 2002 | |||
| Canyon City & Royal Gorge RR and Manitou & Pike’s Peak Cog Rwy excursions | |||
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_______ _______ |
$ 75.00 $ 35.00 |
_______ _______ |
| Sunday, June 9, 2002 | |||
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R&LHS Annual Business Meeting Breakfast |
_______ | $ 15.00 | _______ |
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Total Amount Enclosed |
_______ | ||
Make checks payable to R&LHS 2002. Mail to R. M. Walker, R&LHS Secretary, P. O. Box 62924, Colorado Springs, CO 80962-2924. Questions? Call (719) 262-0777; Email mike.walker@trw.com
Railway
& Locomotive Historical Society
Annual Meeting
2002 RAILS IN THE ROCKIES
June 6 - 9, 2002, Colorado
Springs, CO
Events Schedule
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Thursday, June 6, 2002 |
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4:00 - 7:00 pm 7:00 - 8:30 pm |
Check-in/Registration at Wyndham Hotel Hospitality Hour with No-Host Bar in Aspen Leaf Room, Wyndham |
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Friday, June 7, 2002: |
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8:00 am - Noon Noon - 1:30 pm 1:30 - 6:30 pm 7:30 - 9:00 pm |
R&LHS Board of Directors Meeting in Rockrimmon Room,
Wyndham Lunch on your own Bus Tour to Colorado Railroad Museum (CRRM) Operations/Steam-up, Golden, CO Dinner at Giuseppe’s Old Depot Restaurant |
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Saturday, June 8, 2002: |
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7:45 am 9:00 am - Noon Noon 1:00 - 5:00 pm 5:30 - 6:00 pm 6:30 - 7:30 pm 7:30 - 9:30 pm |
Bus departs from Wyndham for Canyon City, CO Canyon City & Royal Gorge RR (EMD-F-7s) Bus departs for Manitou Springs, CO (Box lunch en route) Manitou & Pike’s Peak Cog Railway to top of Pike’s Peak, 14,110 feet elevation Bus returns to Wyndham Hotel Mixer in Salon D, Wyndham R&LHS Annual Dinner (plated) in Salon D, Wyndham |
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Sunday, June 9, 2002: |
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8:00 - 11:00 am 1:00 - 5:00 pm |
R&LHS Annual Business Meeting with Breakfast Buffet
in Salon D, Wyndham Optional “on-your-own” visit to other area railroad activities. See page 8 for additional information concerning planned excursions. |
Hotel Information
The convention hotel is the Wyndham Colorado Springs. The R&LHS rate is $99 per night (which is considerably below the standard rate). Call (719) 260-1800 or Wyndham International 1-800-996-3426 for reservations. Mention you are with R&LHS.
Colorado Springs is about an 1½ Hours from Denver. Several airlines provide service to Colorado Springs. The Hotel has a shuttle from the Colorado Springs Airport. "Top Gun Express" provides shuttle service from Denver International to Colorado Springs Holiday Inn and then arrange for the Hotel Shuttle for pick up. The TGE cost is $35.00 per person each way. Reservations required in advance. TGE phone is 1-888-744-2070.
Need More Information?
Please call Mike Walker at (719) 262-0777 or e-mail
mike.walker@trw.com.
“Shorty” Hubbard, brakeman; John Steele, fireman; Herman Lockhart; unidentified person; and Clifford Steele, engineer, decorate West Fork Lumber Company's Heisler #91 in Mineral, Washington, about 1930. The tank engine is possibly #6. Photo by Darius Kinsey.
COLORADO IN JUNE — WANT TO DO MORE?
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There is in planning a post-meeting excursion following the June meeting in Colorado Springs to tour some of the nearby railroad attractions which are too distant to work into the main program. A Cumbres & Toltec excursion (Plan B) is definite, plus possibly a “Grand Tour” Here are the two plans. Plan A — “A Grand Tour” Sunday,
June 9 — Bus to Antonito, CO. The feasibility of Plan A will depend upon the number of participants. Plan B is a certainty, even if it's only a few people using rental cars. |
Plan B — "C&TS Only" Sunday,
June 9 — Bus to Antonito, CO. The plans are being coordinated by
Adrian Ettlinger and Henry Deutch. We are open to suggestions.
Adrian Ettlinger, 7 Lefurgy Ave., Hastings-on-Hudson
NY 10706-2503. (914) 478-0644 or E-mail at: <aettlinger@worldnet.att.net>
or Henry H. Deutch, D & H Travel Services, 3805 Springlake
Village Court, Kissimmee FL 34744-8906. (407) 344-2307,
or E-mail at: < |
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BOILER DRAWING LEGEND
Used with permission of The Michigan
State Trust for Railway Preservation. Inc. owners and
operators of Pere Marquette #1225 Berkshire. |
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TRADING POST Submissions should
be made to the Newsletter editor to arrive by April
1,2002, for inclusion in the next issue. All items subject
to available space and editorial decisions as to content.
Logos and photographs are limited to 7/8 inches high
if space permits. New Trading Post items are posted
every week on our WebSite. WANTED - Looking for old tickets, passes, timetables and cash fare receipts from trains, interurbans, horse railroads, trolleys, ferries, bridges, toll-roads, etc. Pre-1940 US only. One item or collection. Dan Benice, PO BOX 5708, Cary NC 27512, (919) 468-5510. FOR SALE - Bound volumes of Locomotive Engineering and American Engineer and Railroad Journal 1898-1903. Write for list, prices, and condition. George H. Yater, 1511 Tyler Park Drive, Louisville KY 40204. WANTED
- Photograph of the tank car explosion in Ardmore, Oklahoma,
in 1916. Mark Aldrich, Dept. of Econ., Smith
College, 10 Prospect St., Northampton MA 01063-0001.
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WANTED - Tape, cassette
or CD of railroad morse code for background to our 2002
exhibits. There used to be paper tapes for teaching,
but they required a special machine to play. FOR SALE
- Used reflectorized crossbucks good condition. Jim
Brown, LFRR&DM, PO Box 177, Cataract, WI 54620-0177. FOR SALE - Smalle Maine RR’s Lot (12 pieces)- Lit., Photos, Stock (Portland & Rumford Falls), Misc. - All VF or better. $100 ppd. LSAE for details. John Maye, 1320 W. Lincolnway, Schererville IN 46325, (219) 865-8967 (9:30-8:00). WANTED - Steam, Electric, & Diesel locomotive builder's and number plates. Only looking for original plates for my collection. I have some plates to trade. Looking for a round Lima, WM 4-8-4 Baldwin, PRR Keystones from E-6 and T-l, |
Alco PA's and DL-109's. F-M Trainmasters, any early Pre-Alco number plate, and a UP 4-6-6-4 shield. Please call, write, or email me. Ron Muldowney, 52 Dunkard Church Rd., Stockton NJ 08559-1405, (609) 397-0293. |
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President's Letter Help Pick A Winner For more than twenty years, the Society, through its Railroad History Awards program, has been recognizing individuals who have made a contribution of lasting significance to the preservation, documentation or interpretation of railroad history. In fact, this has become one of our signature activities, enhancing our status as the nation's premier organization promoting railroad studies. Although nominations for the annual George W. and Constance M. Hilton Book Award and David P. Morgan Article Award are ultimately determined by the Awards Advisory Committee, they welcome your suggestions. If there is a recent book and/or article you feel particularly |
worthy of recognition, simply fill out the "Help Pick a Winner!" form found in this issue of the Newsletter and return it before May 1, 2002, to Ed Graham at the address shown on the form. The Committee wants to hear from YOU! Archives Services Address Just a reminder:
Requests for back issues of Railroad History,
copies of articles from Railroad History, and
all research inquiries should be addressed to R&LHS
Archives Services, PO Box 600544, Jacksonville, FL 32260-0544.
Requests for copies of the Society's locomotive rosters
and records of steam locomotive construction should
be directed to James L. Larson, 12820 Westside Road,
Manassas, VA 20112. |
Help Pick a Winner!
Help
the R&LHS Awards Committee pick the nominees and
the winners for the
Railroad History Book Award
and Article Award!
All members in good standing may suggest candidates for consideration by the Awards Committee when nominating authors for the 2002 Railroad History Awards. The R&LHS Awards Committee solicits advice from members in two award categories: the David P. Morgan Article Award, and the George and Constance Hilton Book Award.
Articles must have been published in magazines or journals with cover dates of 2000 and 2001. Enter the complete name of the author, the name of the article, the pages on which it may be found, the exact name of the magazine, and its exact cover date (month and year). (Some journals are hard to find, so please send a photocopy of the article, if you can. This will aid the committee and save some time.)
Books must have been published in 1999, 2000 or 2001. (See publication or copyright date for the book under consideration.) Enter the complete name of the author, the complete book title, complete name of publisher, and copyright or publication date.
The Awards Committee will make the final selection of Nominees for each category. The Committee will take members’ entries very seriously. In this way, the Society’s members can play a key role in the Railroad History Awards.
Fill out and send in this coupon, or photo copy, by May 1, 2002. Only those entries postmarked on or before that date will be tallied for the 2002 awards. Mail to Ed Graham, 316 Innisfree Circle, Daly City, CA 94015-4358. Coupons sent to the wrong address or sent after May 1, 2002, will not be tallied.
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To: R&LHS Awards Panel |
For
the 2002 George and Constance Hilton Book Award |
