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 above.

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 above.

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.

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.

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.

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, see address below. To help expedite our response, please indicate a daytime telephone number where you can normally be reached.

Membership lists and copies of R&LHS official documents are available from R&LHS Archives Services, see address below.

A problem has arisen with the four-color press at our print shop. A portion of No. 190 (Spring-Summer 2004) was completed when the rolls malfunctioned, necessitating a major delay as new controls are ordered and installed. As of this writing (June 21), it appears that the issue won’t be in the mail until the end of July.

I appreciate your understanding. A preview of No. 190 can be seen at: www.rrhistorical-2.com/rlhs/ rrhistry/current.html

Mark Reutter, RRH Editor

I received … the excellent Newsletter which I read nearly immediately cover to cover. — Alden Dryer

The new form of R&LHS Newsletter is great and am glad to see it. … I do think your latest version is a great improvement over the old. More class too. — Jim McFarlane

I like to new format for the Newsletter. I hope a majority of other readers do too. The articles selected for this issue were excellent too, although I am probably prejudiced in this respect since the one on "loops" was written by the late John Humiston, a Chicago Chapter member. — Charles Stats

Newsletter Notes

I had a Mac attack my Newsletter files of the previous issue. Raintree Graphics’s PC went down, so they transferred the Newsletter to their Macintosh which doesn’t have fractions. On page three, end of paragraph on notes is 7.25 inches, page sixteen, Alaska is 1.5% grade, and page seventeen, Morenci is for 1.5 miles. Also delete the two extra lines at bottom of page seven.

I now present the following challenge. I will devote the center eight pages of the next issue to photos taken by the attendees with the best shot matching the famous photo (see below for 1998 photo) as the 9x12 center fold. With some luck ($310.57 more is needed for color printing to be raised by advertising and/or donations) the full eight pages can be in color. Send donations to me.

Powering five driving axles in a single engine (called "ten-coupled" for the number of drive wheels) offered a special challenge to steam locomotive designers and shop men. Reciprocating and rotating parts from pistons to drive wheels could cause rough riding and damage to the track without proper balancing. Previous broad generalizations of this subject suggest an examination in detail would be helpful. Variables affecting balance and overall roughness of ride include reciprocating weight, driver diameter, construction materials, connecting rod design, expected operating speeds, etc. The analysis of fundamental mechanical principles develops comparative "figures of merit" for evaluation. That is my intent here.

DESIGN

Its principal disadvantage was the large mass applied at the worst possible location, from a counterbalancing perspective, right at the main crankpin, requiring great weight for counter-balancing rotating weight, thereby reducing available weight to counter-balance reciprocating weight and forces. This was most problematic on 10-coupled power. The large mass also imposed high dynamic loads on the crankpin at higher speeds.

provisions for brass replacement, by "shrink fit" or in some cases requiring brasses cast in place, or employing floating bushings, for the reasons just described. The improvement in connecting rod construction brought a significant improvement in counterbalancing, and reduction in track maintenance. This rod replacement was often done selectively according to engine assignments. For example, Pennsy installed modern main rods on its N-2sa USRA 2-10-2s, for general road service, but not on its N-1s class assigned entirely to mineral service to and from lake ports.

weight and counterbalance problems as speed increases.

Some very clear illustrations of tandem rod use are provided in Locomotive Quarterly vol. VIII no. 2, with the article "Texas Types of the Burlington Route." These
2-10-4 engines were built by Baldwin in 1927 and 1929, designated class M-4 for coal service, and originally employed massive tandem rods, though constructed of chrome-vanadium steel (Railway Age 6/23/28), a major innovation. The illustrations clearly show the changes to connecting rods resulting from rebuilding to class M-4a, for improved speed in general service.

duplicates of the Burlington engines, made no changes to improve speed, since its Texas types served entirely in coal and iron ore service. These also had a higher 96,700 lbs tractive effort, since they did not have limited cutoff. A dozen of these later served DM&IR.

It seems often to be assumed that all 10-coupled power was similar, with similar limitations and problems. This is not the case, as the characteristics depend very much on individual specifications and, of course, actual operating conditions. The Union Pacific, for example, tended to emphasize speed in its tough competitive battle with the Santa Fe and other Western roads. It limited its driver axle loads to 59,500 lbs until the mid-1930s, long after others had raised limits sometimes to 70,000 lbs or more. It also specified the relatively modest cylinder dimensions at 29" X 30" for its 2-10-2s, producing a similarly modest 70,500 lbs starting tractive effort. These specifications allowed much lighter connecting rods and other reciprocating parts compared to say the Erie R-1s and R-2s with their 31" X 32" cylinders, and nominal 83,000 lbs TE. All of these engines had 63" drivers, which were standard for medium sized (non-articulated) freight power preceding the era of Super Power, where 69" to 70" became standard.

The results were predictable, actually. Union Pacific’s engines often attained 50 mph, (some sources say 60 mph,

Locomotive Quarterly vol. XI no. 3, "Union Pacific Engines in the Blue Mountains") and were regularly assigned to mountain passenger service, while the Erie engines were really suitable only for mineral or helper service, and became noted as rail kinkers when assigned to merchandise traffic, whenever they exceeded 30 mph (Baldwin Magazine, April-July 1934). This made the Erie Berkshires of the late 1920s (with 70" drivers) most welcome indeed! This comparison illustrates that seemingly small changes in specifications can produce major results.

An important improvement came with the 69"-70" drivers as first employed by C&O T-1s of 1930. This sizable increase in diameter on a
2-10-4 allowed room for the required counterweights in the larger drivers, and also reduced driver rpm, allowing 40-50 mph operation for extremely large 10-coupled power with high tractive effort and heavy connecting rods. In 1937, Santa Fe employed 74" drivers on its 5001 class and other innovations for improving power and speed!

MATERIALS

10-coupled steam power. This improvement in material is dramatically illustrated in results reported for Chicago Great Western 2-10-4s by Railway Age, vol. 110 no. 14, 4/5/41. These Texas types were built in 1930 by Lima and Baldwin as essential duplicates of the Texas & Pacific engines of 1925, which originated the type. When refitted with chrome-vanadium steel connecting rods and rebalanced drivers, calculated dynamic augment at 60 mph (that is, pounding on the rails) was reduced from 34,200 lbs to 2700 lbs, a figure even lower than the original value of 3800 lbs at 20 mph (Table 3). Surprisingly, they retained the tandem rod construction originally provided. Some roads used chrome-nickel alloys instead. Southern Pacific refitted fleets of engines with alloy rods, extending even to light Harriman 2-8-2s, after discovering that the lessened dynamic load reduced brass wear enough to pay for the improvement. Allowed compressive stress was increased by 25% over heat-treated carbon steel, whereas tensile strength was increased considerably more.

mph on Iowa meat trains. Santa Fe 5000s attained 70-75 mph in occasional passenger, express and troop train service.

prewar engines, a situation typical throughout the country. In some cases, including for the 5011 class, the added weight improved adhesion and over the road performance.

In retrospect, it is somewhat puzzling that application of alloy rods was not more focused and selective. Since the major difficulty in weight control is for the main driver, one would expect flanged alloy main rods and center side rods, while slab carbon steel rods would seem perfectly satisfactory for the end main rods. Perhaps railroads wanted to avoid differing handling and machining characteristics, or a possible mix up on materials for replacement rods. Perhaps there was concern over differing thermal expansion for dissimilar material. Many roads did apply alloy main rods, while retaining carbon steel side rods, a partial realization of potential economies, while maximizing operating benefits.

ANALYSIS

Mechanical fundamentals and associated mathematics affect an understanding of counterbalancing. The appendix provides these fundamentals, with an explanation in simplified form for comparison purposes only, not for design. With these fundamentals, tractive effort is the predominant parameter, for two models, not driver diameter as is often supposed. Rod mass increases as the square of driver diameter, due to increased span length of connecting rods, compensated for by

reduced rpm, with effects inversely proportional to the square of driver diameter.

Table 1 presents numerical results of the inverse of Fc, required centripetal force, providing a useful figure of merit for comparison. Both models indicate results in reverse order of tractive effort, with but two exceptions, the C&O T-1 and Pennsy I-1sa. These exceptions will be discussed below. The second model represented by equation (15A) is more sensitive, with a high/low ratio of 1.81, compared to 1.44 for the first model per equation (15). This agreement inspires some confidence in the approach. Engines with alloy rods are ranked separately, since the two categories are not directly comparable.

Table 2 addresses a fundamental neglected by Table 1, that larger drivers provide more space for counterbalance weight. For present purposes, this space is considered proportional to area, hence D squared. In fact, a cubic relationship is possible, since location of counterbalance weight at larger diameters has more beneficial effect than weight closer to the center. The analysis of this is complex, and is a focus of future work. Realistically, a difference in rank of 1 should be considered insignificant, but 2 would be significant.

There are some notable anomalies between tabulated results, and known performance in operation. In particular, the Pennsy I-1sa 2-10-0 shows a last place ranking in Table 2, but was allowed 50 mph in service, though generally assigned to mineral trains, or as pushers on heavy grades. Pennsy’s early adoption of 130 lb rail is likely a significant factor in the 50 mph speed allowance. The I-1sa design was actually quite sophisticated, with hollow-bored crankpins with grease reservoirs, heat-treated carbon steel flanged rods, and other features quite advanced for 1916. In fact, Pennsy data shows that the J-1 2-10-4s, nearly identical to the C&O T-1, had 37% more dynamic augment at 50 mph compared to the I-1sa (Pennsy Q Class, Classic Power 5, Exhibit 3), in spite of 70" drivers compared to 62" for the 2-10-0s. Hats off to Axel Vogt, for a great drag engine design, though they were known to be rough riding for the crew. This shows that great design can transcend ordinary limits.

improved counterbalance and reduced track maintenance. These speeds are comparable to very similar designs for Santa Fe, Southern Pacific and others.

Experience on the Seaboard with light 2-10-0s is also worthy of note, from a group of 23 Russian Decapods and 28 others of improved design, both shown in the Tables. Both were widely used on other roads, including the Gainesville Midland, where light rail or swampy conditions precluded heavier power or higher axle loads. Generally operated in slow service, they proved surprisingly agile when pressed, achieving 45-50 mph on occasion. (Locomotive Quarterly vol. XXII, no. 4, "The Seaboard Air Line’s Decapods"). An explanation would be that exceptionally light reciprocating parts, allowed by small TE, compensated for small drivers of 52" and 56".

The lone 8-coupled engine in the tabulation, the D&RG M-67, ranks first in Table 2, but with only trivial differences compared to the Union Pacific TTT (UP talk for Two Ten Two) or Seaboard Decapod. This confirms that tractive effort is the dominant consideration, not the number of coupled drivers. It might actually be argued that the Union Pacific TTT could achieve better counterbalance because it has five pairs of 63" drivers in which to locate counterweights, rather than four. Another trick to improve

Notes for Table 1 and 2 (pages 12-13)

(a) 1000 times Reciprocal Fc from Eq. (15A) 1000 used for convenient magnitude

(b) 100 times Reciprocal Fc from Eq. (15) 100 used for convenient magnitude

(c) Original specifications at 190 psig. Erie, Burlington, others upped to 200 psig

(d) Heavy 63" drivered 4-8-2 included for comparison to UP TTT .

(e) Below this line, engines have Alloy Rods, usually chrome-vanadium

(f) Varies with boiler pressure, typical 240 psig selected

(h) Similar to (g), except using model of Eq. (15A)

(i) Represents ratio of model Equation (15) results to model Equation (15A)

(j) Where Models agree, that rank was selected. Otherwise, ranking based on sum of two models. Selkirk tied with M-4a, ranked 2 from operating history. IC 2-10-2 and CGW 2-10-4 judged a tie from operating history.

* From Railway Age, April 5, 1941, C.G.W. Freight Power Improved

B&M Perspective,
The Station & The Dog Wagon

It has been nearly 40 years since the Boston and Maine Railroad disappeared (4/30/64) and over 20 years since Guilford Transportation Industries, Inc. purchased the Boston and Maine Corporation, Inc. (6/30/83). Things have changed since we had a "Railroad with no ampersand please," but lets think a bit of what has not.

You can still board the cars in Washington and Philadelphia and New York City for Brattleboro, Bellows Falls and W R Jct and beyond. And likewise boarding in North Station will get you to Exeter, Dover and Wells. Folks in fancy dress still ride each morning from Fitchburg, Lowell and Rockport and the freights still whistle along the Stony Brook and through the valleys of the Millers, Deerfield and Hoosick Rivers.

Men who worked under Alan Dustin still switch the cars at East Deerfield and answer the telephones and change out the rails and chase the trespassers. Not to say there hasn’t been natural attrition and new hires, but at least in Western Massachusetts, it’s pretty much the same old crew. But all that will change in the next five years or so.

Culliford, who is listed in GRS ETT No.3 as Vice-President Transportation. When Whit Haynes retired as General Manager circa 1968, SBC took over that position and 35 years later, in his 70s now, he still holds that function. A rather amazing record considering the turmoil of the past half century.

and was always proud of this particular student. What is noteworthy from a historical standpoint is that DAB was the last TOM to have worked in a former B&M office as a DS that was not in North Billerica. There is a lot to be said for the training you receive by personal contact with the employees that dispatchers were subjected to in Dover, Concord, Boston, Gardner and Greenfield but was, and is, noticeably lacking in North Billerica.

There is a caboose museum to explore, lots to read and study and a wooden train for children of all ages to play on. Adjacent is the former B&M Fitchburg Division administration building that was opened on 01 March 1914 and locked for the very first time ever by this writer at 1930 hours on Thursday, 13 April 1972, after personnel and equipment had been disbursed. The building has not changed much since then and visitors are welcome to walk through during normal weekday business hours.

and Fitchburg Division main lines. The Conn. River is all but dormant with no more than a train a day.

The Fitchburg Division route will see 7-10 movements on a normal day. But since the railroad from Greenfield to Rotterdam Jct. is a single track mountain railroad, trackwork takes priority during daylight hours especially on weekdays during the warmer months. So you may see 5 trains at The Station, or none on any particular day.

TRADING POST
Submissions should be made to the Newsletter editor via e-mail or mail for inclusion in the next issue. All items subject to available space and editorial decisions as to content. New Trading Post items are posted on our WebSite. <http://www.RLHS.ORG >

FOR SALE - PC Fonts for stationery to prototype lettering. $10.00 each, add $3.00 s/h.

Clifford Vander Yacht, 2363 Lourdes Dr. W., Jacksonville FL 32210-3410.

WANTED - Steam, Diesel, and Electric Builder’s and Number Plates. I have been collecting for 41 years, and I am still looking to fill voids and purchase traders. I am looking for a Rutland number plate with name cast in, PRR E-6 and T-l original keystones, any early Pre-Alco number plates, early first generation diesel plates, a round Lima Shay plate, and many others. Ron Muldowney, 52 Dunkard Church Road, Stockton NJ 08559-1405, (609) 397-0293
 <steamfan@crusoe.net>

FOR SALE - Dealer selling remaining inventory of Milepost 1: books, videos, pamphlets. Send LSSAE ($.60 postage) for list. All items subject to prior sale. Sale ends 12/31/2004. Derail Books, P.O. Box 10087, Eugene OR 97440-2087. No phone calls please.

FOR SALE - Dealer selling personal collection of RR magazines and Poor’s Manuals. Many issues of R&LHS Bulletins, Railroad

Historys. Send LSSAE ($.60 postage) for list. Buyer pays shipping. David L. Dorrance, P.O. Box 10087, Eugene OR 97440-2087.

STILL available - The Chicago Chapter’s reprint of Rock Island’s General Roster No. 66, of Sept. 1, 1925, containing everything you would want to know about the company, its officers, agents, stations, structures, mileage, connections, clearances, and equipment, etc. at the time of its greatest prosperity. Everything except actual train schedules. 297 pages. Softcover. $20 plus $2 shipping. Order from: D. T. Davis Treasurer, Chicago Chapter, 2945 Everett St., Blue Island IL 60406.

FOR SALE - Railroad books (Fiction & Nonfiction), Videos, Western Railroader (loose and Bound), other magazines. For list, send your name and address to David Graeber, 7840 Antelope Rd. Apt. 112, Citrus Heights CA 95610. <ddgraeber@cs.com>

WANTED - Photos of the St. Louis and O’Fallon Railway, freight equipment, passenger cars, caboose, hoppers,. Larry Thomas, PO Box 1688, St. Louis MO 63188. (314) 535-3101.

New RR Books
Press releases for new railroad oriented books appear here. They are not paid advertisements and carry no endorsement by the R&LHS. All items subject to available space and editorial decisions as to content.  

Here are some nice photos of engines and maybe an excursion. Can you identify any of these? With the photos run so far we have had fair results. The two aerial views of a yard published in the last Newsletter received no additional information. These here have been presented to the R&LHS Internet Forum (or RLHSGroup) without being identified. The rest of those 20 photos have a range of information from very basic to rather complete captions, thanks mainly to Thomas T. Taber, III, Herb Harwood and John Gruber.

MY019 Tauton?

MY021 M&STL #130

Send information to Clifford J. Vander Yacht, R&LHS Newsletter Editor, 2363 Lourdes Drive West, Jacksonville FL 32210-3410 or via e-mail to CliffVDY@Juno.com.