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The Squeaky Wheel: 1904
Circa 1904. "Michigan Central Railroad. Oiling up before the start." 8x10 inch dry plate glass negative, Detroit ... wheelset! Lube problems Not sure what the fellow is oiling--grease cups for the main driving rod and driving pin are both sealed. ... position. When I oil round the running fear on a steam locomotive, I always remember "if it moves, it needs lubrication somewhere." ... 
 
Posted by Dave - 08/21/2012 - 5:54pm -

Circa 1904. "Michigan Central Railroad. Oiling up before the start." 8x10 inch dry plate glass negative, Detroit Publishing Company. View full size. You railroad guysI love you railroad guys! My dad was a machinist in the Northern Pacific shops in Livingston, Montana from the 1930s through 1950s. I barely remember the steam locomotives, but I do remember when the diesel locomotives replaced them. And I remember how my dad talked about the steam engines and their various parts and features as though they were his children -- just like you all do. Thanks so much for making my Shorpy experience even better! MissingAxle-box cover seems to be absent on tender leading wheelset! Lube problemsNot sure what the fellow is oiling--grease cups for the main driving rod and driving pin are both sealed. Behind the fellow one sees the forward tender truck journal cover is missing entirely (not just pushed up in the open position) and the lagging is falling out. Much more squeaking to come. Some smoke too. Nice shot though of state-of-the-art passenger steam power of the time. I love trainsFantastic photo. 100+ years later that train is a marvel. PerhapsThe photographer told this chap to "stand there and look busy while I take this picture so that, in 107 years, people will try and figure out what you're doing." And it worked. Familiar FaceWe've seen this guy on Shorpy at least twice before, here and here. He has a very distinctive nose. Repack me, please.For all the big-time railroading entailed in this passenger engine and her hoghead, the condition of the tender truck is out of character. That is a Fox truck. The heavy assembled sideframes are typical, and were thought to be more robust than the common, and unreliable archbar trucks then in use since before the War Between the States. A lot of railroads used Fox patent trucks on tenders, cabooses and freight cars. A period of use found the Fox trucks did not hold up well under heavy use, and were quickly removed from the railroad scene. What suprises me is the journal box seen on that truck. There is no lid, critical to keep dust, sand (from the engine) and other debris out of the journal. The packing is hanging out of the box, indicating it will be serviced before we depart. In a journal box, the axle, fitted with a large brass journal, rotates in the bearings while being bathed in lubricating oil. The packing, originally cotton waste, lays in the bottom of the box filled with oil. If the oil runs dry, the journal gets hot and starts burning. When it stops burning, watch out! Next thing is for the axle to separate from the truck, causing a ferocious wreck. A missing box lid would almost insure problems if any distance is involved. These friction bearings date from the earliest days of railroading and were not banned from interchange service in the US until the 1970's, being replaced with roller bearings. (Steam passenger locomotives, the Michigan Central Railroad and the oiling hoghead above were already long gone...) Domes againThis is the third look at this well-shod guy oiling the engine. And yes, those bulges on top of the engine are (L-R) the auxiliary steam dome, the steam dome, and the sand dome. The rail lineThe condition of the fishplate on the railway line, with a missing bolt, the other bolts loose; and belled edges on the plate and rail, gives one great concern as to the generally poor maintenance level on the lines. Oiling around. . . .He appears to be oiling the driving boxes for the rear diver axle. The driving boxes house the journal bearings and lubrication cellars. The function of the driving box is to allow the whole assembly to move vertically up and down in the frame as the suspension travels. Failure to lubricate these can result in excessive wear and even jamming of the driving box, rendering the suspension inoperable in that position. When I oil round the running fear on a steam locomotive, I always remember "if it moves, it needs lubrication somewhere." (The Gallery, DPC, Railroads)
Jiffy Lube: 1904
Circa 1904. "Michigan Central Railroad. Oiling up before the start." 8x10 inch dry plate glass negative, Detroit ... Built in 1902 for fast passenger service. A sister locomotive, Detroit Toledo & Ironton #45 (also built in 1902) survives at ... to the sand box, and was used to afford traction when the locomotive was backing up. What's the pipe? I think the sand pipe ... 
 
Posted by Dave - 07/17/2012 - 10:31pm -

Circa 1904. "Michigan Central Railroad. Oiling up before the start." 8x10 inch dry plate glass negative, Detroit Publishing Company. View full size. That Other Dome...The rear dome is the steam dome, where the steam collects before it is piped into the cylinders. What's the pipe?What's the pipe just behind the big left driver? My first thought was sand, but you wouldn't sand, behind the wheel. Neither would you vent something wet, like steam, onto the wheel. Anybody know? Safety couplerNote that the coupler is resting on the pilot deck. It is swung out of the way so that it will not catch an object that on the track. Modern diesels have snow plows that deflect objects that might become lodged under the wheels. Enough with the pipes already!The two pipes coming from the sand dome are for SAND! One for forward and one for reverse. The lever from the cab to the dome is for turning on and off the flow of sand. Perhaps out of sight behind the trailing truck is a rail washer because leaving the grit on the rails after it's needed causes friction and unnecessary wear on the wheels of the rest of the train. The small pipe in front of the valve chest is for oil from the hydrostatic lubricator in the cab. What I don't see if a boiler check or a line from the injector to feed the water to the boiler. I don't see it on the color photo either. WowMore like this please! 4-4-2 Atlantic typeBuilt in 1902 for fast passenger service. A sister locomotive, Detroit Toledo & Ironton #45 (also built in 1902) survives at the Henry Ford Museum. Fifty years to go before the diesel engines outnumbered steam locos. Sand, yesMy guess would be sand, for reversing perhaps? Also since that rear pipe leads up to the same spot the pipe in front of the front drive wheel goes... TractionYep, those are sanders. You need them both forward and reverse. From the looks of the tires on those drivers, they were used plenty. (They're called "tires" even though they're metal.) Here's how they change them: http://www.sps700.org/gallery/0411drivers_part1.shtml As for the pipeThat pipe is a sand dispenser. Think of this way. If the wheels start slipping backward, the sand would be delivered to the right spot to regain traction. Also, when the train reverses direction, which they did in railroading to improve stopping. Remember the airbrakes took several seconds, up to a minute to get the rearmost car to brake. So you have the front of the train going backward as the rear of the train is still going forward. Kind of results in a lot of steel on steel as the couplers crash against each other. The other domeThat's the one for whipped cream. Sorry; I couldn't not get into this comment thread. Re: What's the pipe?Notice that there is also an identical pipe ahead of the other driver wheel. Obviously, you might need to sand the track for more traction whether you are pulling or pushing with the engine. Thus, you have sanding pipes on either side of the drive wheels. Mystery pipeConsidering that the pipe comes from the same location as the pipe that goes to the front driver, and considering that trains can go backward, it's a pretty safe bet that it too is a sand pipe. The sand delivered to the front wheel, when going forward, will still be on the rail by the time the rear wheel gets to it. Same when going in reverse. Sand PipeThat is, in fact, a sand pipr behind the rear driver. Note that it comes down from the sand box as does the other pipe in front of the front driver. The Pipe is a Sand PipeFollow the pipe upstream -- it's connected to the sand box, and was used to afford traction when the locomotive was backing up. What's the pipe?I think the sand pipe behind the wheel is used when going in reverse (??) Re: the pipeI think sand is probably the right answer, since the pipe would be in front of the wheel when the engine was in reverse. Note the very similar pipe in front of the other driver wheel. What's the pipe?I believe it was for sand...for backing up. Reverse gearI believe it's a sand pipe for going in the opposite direction. SanderAnonymous, your first thought was right. The pipe behind the rear driver is to deposit sand on the rails during backing moves. There's another sand pipe ahead of the front driver. Both pipes lead from the sand dome atop the boiler, and you can also see the control linkage that allowed the crew in the cab to apply sand when needed for traction. I think sand is the correct answer.An identical pipe runs down the side of the engine to just in front of the forward driver wheel, and both pipes originate from the same dome on top of the engine. Sand is the most likely explanation. My best guess as to why they would have pipes on both sides of the driver wheels would be to provide traction while the engine runs in reverse. Sand it is!The two diagonal pipes coming from the "sand box" (first dome behind the bell) carry sand to the drivers when needed. The engineer can operate a three-way valve for forward-off-reverse sand application. You can see small air lines to the sander valve which run under the jacket. Sand would be applied automatically on an emergency brake application. I am more curious about the lever arrangement to the sand box. The sand had to be perfectly dry to flow through the pipes. Was this lever used to break up clumps of sand in the box? One good question deserves another! Sand Gets in your Eyes, and Elsewhere.The pipe behind the rear driver IS for sand, when backing up. These high-wheeled engines were very slippery when starting and when the engine brake was applied. A sliding wheel, as opposed to a spinning wheel, will develop a flat spot very quickly, which can damage the rail each time it goes around. Without sand the Engineer might not be able to start a train at some locations, especially if the rail was wet or greasy. Modern Diesel locomotives still use sand applied in front of the leading wheels for traction. If too much sand is applied when not necessary, the locomotive will run out of sand and have none when it is really needed. Sand also blows back along the train, getting into parts where it is not desired and mixes with grease or oil, and, into the eyes of patrons on passenger trains without air conditioning, the windows being open. Some streetcars had sanders, the sand being in bins under the seats which folded up to fill the hoppers from within the car. What's the pipe x2A similar pipe hangs down in front of the other driver, right by the guy's left leg. Both seem to originate from the bell shaped thing on top. Backwards sandingYou would sand behind the driver if you needed traction when starting in reverse. Both pipes are coming from the sand dome. What's the pipethe pipe behind the left driving wheel is for sand, but when the loco is running backwards. if you look on the right had side just infornt of the mans leg you will see the same thing and that is for sanding going forwards. That other dome...That's the steam dome. It contains the opening to the main steam pipe and its purpose is to allow this opening to be kept well above the water level in the boiler. This arrangement acts as a simple steam separator and minimizes the risk that water will be carried over to the cylinders where it might cause a hydraulic lock - this is also known as priming. When starting a steam loco, before you start to move, you open the cylinder drain cocks to get any condensate out of the cylinders. As far as keeping the sand dry, that's one of the reasons for putting the sand dome where it is, boiler heat helps keep it dry. The sand is pushed through the sand pipes by compressed air, and in the example you can see the air connections and valves where they enter the dome. Sand was dried and stored in steam heated "sand houses" before being loaded to the locos. Nowadays, AC traction control has helped immensely, but sanding, and knowing when to sand is still needed. The PipeIt's GOT to be for sand. Note that both the "fore" and "aft" pipes go up to the same dome, which has a rather loose-looking lever connected to the cab by a rod (that is ALWAYS slightly bent in these pictures). So the "after" pipe is for those times when the engine must BACK UP on slick rails. Just makes you marvel, at driving wheels tall as a man, and the double-barrel compound cylinders (first the high pressure steam, than rather than wasting the residual pressure, let it work again in a low pressure cylinder). To the true locomotive experts out there - how does the sand get INTO the dome? The SandpiperSomething tells me the goddam pipe is for sand. Whipped cream would be nice, but...That second dome is the steam dome. As the water in the boiler boils, steam is withdrawn from the steam dome, which allows pickup of the steam from a point which is always above the water level. Sand DomeThanks. I found an explanation of the Sand Dome. That's about the last place I'd have looked for sand. Give Me a Brake!It is worth noting that the four wheels of the leading truck have brake shoes to assist in stopping the train, or just the locomotive when operating alone travelling to from it's train. If there is rain, grease, oil, grass or frost on the rail head, a steam locomotive can be VERY difficult to control, thats where the sand comes in to play. If the rail is 'bad', an Engineer will often apply sand just before the train stops so there will be sand beneath all the driving wheels for starting. It appears the front coupler is of a folding-up design and is lying on top of the pilot beam. The Engineer has poked the spout of his oiler into the hole provided for the purpose and is oiling the wrist pin within the crosshead on the front of the main rod that connects the crosshead with the crankpin on the rear driver. The crosshead and main rod convert the reciprical motion of the pistons within the cylinders to rotary motion at the wheel. The right crankpin usually leads the left by 90 degrees on a two-cylinder engine. There is a relief valve on the front of the steam cylinder to admit air when the engine is drifting with the throttle shut, otherwise there would be a vacuum or air pressure within as the pistons move constantly when the engine is in motion. The small curved pipe just visible in the steam above the valve chest carries valve oil from the lubricator in the cab and into the steam supply for lubrication of the piston valve and the piston below. At each end beneath the cylinder can be seen condensate drains which are opened from the cab with links and levers to drain water from condensed steam from the cylinders before it can accunmulate to a level to stop the piston in it's travel, damaging the cylinder heads or causing other mechanical damage. A QuestionDo any of you fellows know what that pipe behind the driving wheel might be for. Sand, perhaps? Whipped cream? Dome, De Dome DomeThe dome behind the sand dome is the steam dome, where the throttle valve is located to allow steam to enter the clyinders through internal piping in the boiler. The next open dome area is where the whistle and poppet valve (pressure relief valve) is to allow excess steam pressure out. Domes Galore.The front dome is for sand, as mentioned in several posts. The Engineer pulls a lever in the cab, the rod of which is seen, and this moves a plate beneath the sand in the sand dome until holes line up above the outlets to the pipes leading to the front or rear drivers. There is another handle in the cab which admits compressed air front or back to force sand down the pipes to the wheels, their control air pipes also visible at the base of the sand dome. There usually is a round recessed lid on top of the sand dome with a recessed hand hold, secured with a length of chain within the dome cavity, where sand is poured in on the shop track when servicing the locomotive between runs. Two little steps can be seen bolted on to the boiler side to access the sand dome, bell etc. The heat of the boiler keeps the sand dry and 'fluid' if rain does get in. Coal and water would be added to the tender at the same time, and the cab supplies such as oils for lubrication, grease for some bearings, and lamp oil for the various lamps on the engine. This engine does not yet appear to have a steam-operated electric dynamo nor an electric headlight. It may have an Acetylene headlight? The second dome along the boiler-top from the front is the Steam Dome. Within it's sleek casing is a heavy flat-topped dome on top of the boiler proper which houses the steam throttle valve above the water level in the boiler. The throttle valve is opened and closed thru a rod which passes thru a gland with packing against the boiler pressure to the Engineer's throttle handle in the cab. Moving his handle lifts and lowers the balanced throttle valve in the steam dome, admitting steam to the cylinders. On top of the steam dome proper there is a round heavy metal plate bolted down with a steam-tight fit which can be removed when the engine is cold to access the interior of the boiler and the throttle valve. The third dome from the front is called a 'pop dome' and on top of it can be seen pressure safety valves, 2 in this case. These valves, when both are open, MUST be able to pass more steam than the boiler and firebox can produce under all firing conditions. One safety valve opens, usually, 3 to 5 pounds sooner than the second. The vertical round cylinder just ahead of the cab roof, but behind the safety valves is the whistle. The bell ahead of the sand dome is air-operated on it's right side, the small air pipe visible. The left side of the bell has a rope so the bell can also be 'rung' by the fireman on the locomotive's left. Dome, de dome, domeNow that we have solved the sand dome mystery including the pipes, valves, and control linkage what is the pupose of the other dome beside or behind it? The Rules of AttractionIf anything at Shorpy attracts (pun intended) more attention than a pretty girl, it has to be a railroad engine! New RulesOr tterrace! D'Udder DomeThe rear dome is called the Steam Dome. It is the highest point of the boiler and is where the throttle valve is located. Taking the steam from here keeps water from going into the "Dry Pipe" and hence into the steam cylinders up front. Domes a plentyThe other dome behind the sand dome is the steam dome. It was where the steam was "gathered" prior to being sent to the cylinders. Most all horizontal boilers on trains and traction engines have steam domes. Vertical boilers typically don't need steam domes. Two domesMust mean it's a lady locomotive. The other dome The dome behind the sand dome is the "steam dome". That is where te steam is drawn from the boiler. If it was lower on the boiler there is more of a chance of picking up water instead of steam which would not be good. You can see the steps on the side of the boiler below the sand dome. They are there because this was somewhere that needed to be serviced (filled) often. ThrottledThe dome behind the sand dome is the steam dome which contains the throttle. Immediately behind that is the auxiliary steam dome which has the whistle, safety valves and most likely a dry pipe for the turret in the cab which supplies steam to the appliances. Bactrian LocomotiveThere are two domes because this is a Bactrian Locomotive, not a Dromedary locomotive! The other dome is known as the Steam Dome. Inside this dome is a pipe which collects the steam made by the boiler and is eventually sent to the pistons to power the locomotive. The dome puts the steam pipe as far away as possible from the boiling waters below so that only steam, not water, gets into the steam pipe. Water, being incompressible, will break the pistons or cylinder covers. The other domeThe other dome is the steam dome. What you actually see is just a cover. The throttle is located inside of the steam dome. There is also a Dry pipe to the turret located inside of the steam dome. The reason for the dome is to allow dry steam to exit the boiler. Percolator DomeNow, out of which pipe do you get the fresh-brewed coffee? I have no choice!I had to chime in on the discussion about all the "pipes", seeing as I am employed as a rail road "Pipefitter" Lol! 1. It is for sand 2. It's still used 3. Yes, it has to be bone dry because they still constantly clog. Snappy shoes!Hmmm.. that oiler is wearing what appears to be a sharp-looking pair of dress shoes. A little surprising considering the working environment! Alumni Did anyone notice this beauty was produced here in Schenectady NY? The General Electric Alco works, produced some of the finest and biggest locomotive engines ever to run the rails. Sadly, Alco is being demolished for condos, and only a few of these magnificent steamers still ply the rails. (The Gallery, DPC, Railroads)
The Squeaky Wheel: 1924
... by Chollisr that it would be desirable to reduce locomotive weight is incorrect. The function of a locomotive is to haul passengers/freight. The pulling ability of a locomotive ... this photo. Pennsy Power Congressman Schafer is oiling the side rod on one of the finest steam passenger locomotives of all ... 
 
Posted by Dave - 09/12/2011 - 11:41am -

Washington, D.C., June 1924. "Congressman John C. Schafer of Wisconsin." Who seems to have been something of a railfan. National Photo Co. View full size. Size DID Matter!This photo shows how massive steam locomotives got before they were eclipsed by internal combustion (notably diesel-fired) technology. Locomotives couldn't get much bigger than what's shown here because of tunnel clearances and the like. Diesels presented greater thermal efficiency, allowing smaller engines to perform a prescribed level of work. There's a lesson here. While conventional wisdom demands that we drill our way out of today's fuel supply shortages, the scientific community pursues a paradigm shift in motive technology not unlike the steam to diesel conversion. This includes not only alternative fuels, but alternative materials that reduce vehicle weight without compromising strength. Speaking of size...He must have a massive bundle of rasta dreds under that hat! Lightweight Locos?The implication by Chollisr that it would be desirable to reduce locomotive weight is incorrect. The function of a locomotive is to haul passengers/freight. The pulling ability of a locomotive is proportional to locomotive weight, wheel - track friction, and locomotive torque. Everything else being equal, reducing weight reduces pulling ability. Railroad manJohn Charles Schafer, Republican, WW I veteran, was a former locomotive engineer for the Chicago, Northwestern Railroad and member of the Brotherhood of Locomotive Firemen and Enginemen. Elected to congress at the age of 29, he would have been 31 at the time of this photo. While in Washington he lived at 800 North Carolina Avenue SE. Schafer weighs 200 pounds and clings to the ancient idea that tobacco was made to "chaw." He practices at it on or off the floor of the House. He has a magnificent pair of lungs and, after he delivers a speech in the House, acoustics experts have to be called in to make repairs. They call Schafer the "Firpo of the House." He is at his best when he is thundering against prohibition. Washington Post, Nov 8, 1931 Locomotive BreadthWhat amazes me most about old steam locomotives like this is their size and their massive construction: you know, really thick plates, exposed rivets, lots of pipes and tubes running all the length of the locomotive, gargantuan pistons and rods, wheels bigger than a man. I wasn't lucky enough to ever have a ride on a train pulled by one of those; that would be like making a childhood dream come true. Of course, it would be better if I could step in the cab and pull the whistle cord; who didn't want to do that as a kid? Too bad the only examples of steam locomotives I can see where I live are stored away in museums, and then in a very improper (and I would say disgraced) state of preservation: the two or three locos stand idle on some length of dead track, outdoors, exposed to rain, sun, and the corrosive atmosphere of Mexico City. Last time I checked those, I could even spot some small plants growing among the boiler plates, in places where corrosion had made the rivets disappear. It was a pity - those locos are not only beautiful, they are also historical, since they used to pull the Presidential train in days gone by. Sometimes I wish there was a better culture of preservation down here. Anywho, Shorpy provides us again with a very interesting picture, something really worth a thousand words. Motive Power Writ LargeActually, my comments about weight-to-power ratios were focused on all forms of motive power that we use in everyday life. That includes things like sport utility vehicles (SUVs). The "utility" is puzzling: the larger the vehicle, the more power is required to move it (and the fuel that it carries). The horsepower required to move the vehicle itself increasingly dwarfs the power needed to move its passengers. A point is reached when people start serving their machines, instead of the other way around. Diesel enginesDiesel engines do not drive trains nowdays -- electricity does. The modern locomotives we all see pulling trains today utilize electric motive power. The diesel engines merely turn the generators which provide the electricity to drive the engines. A direct link from a diesel engine to the drive wheels would require a transmission and differential. Electric motive power requires none. This is why you will never hear a locomotive shift gears like a semi. And Miguel: Someday, if you visit the United States, you will find several places with live steam engines still working. One of my favorites is near Baraboo Wisconsin, where each year their coal-fired Baldwin locomotive hauls a train load of circus wagons to Milwaukee for an annual parade. Chaw vs. CigarSchafer may cling to the ancient idea that tobacco was made to chaw, but that appears to be a cigar in the hand that holds the oil can. Having restored a small (0-4-0 saddle tank with slope back tender) steam locomotive, I can testify that a steam engine is the closest thing to a living machine there is. A diesel doesn't even come close. Operational Steam LocomotivesMy goodness, Miguel, how I wish I could transport you to experience one of these living, breathing behemoths – you’re right, there’s nothing like them! It does seem Mexico has few operational steam locomotives, as seen in this list of survivors. However, if you ever chance a visit to the US, there are a great many more operational steamers of all shapes and sizes. I agree with your observation that static locomotive displays, no matter how well-cared for, cannot match those actually under steam. In my mind, steam locomotives are multisensory experiences unmatched by just about anything else. Imagine yourself on a damp, cool fall morning. In the distance a whistle faintly wails, calling out to anyone within earshot. Above the trees a plume of smoke and steam begins to appear and the chuff-chuff-chuff-chuff of steam exhausting from engines slowly becomes recognizable. Soon the glow of a single large, yellow headlight appears from around the bend. Louder and louder and louder the sound climaxes as the ground shakes from the locomotive's tremendous weight rolling over the rails. Instinctively, you take a few steps back as rapidly turning wheels and gleaming side rods suddenly flash by and you catch a brief glimpse of the firebox conflagration that makes this all possible. The thunderous noise of the locomotive rapidly gives way to the gentle click-clack click-clack of passenger car wheels traveling over rail joints and the lingering scent of coal smoke and steam oil hangs in the air as the train fades into the distance… Sigh ... pretty amazing stuff for a big chunk of iron that boils water, I think. Some folks are pretty captivated by this stuff and have dedicated their lives to steam preservation and operation. Knowledge shared by steam-era railroaders like Congressman Schafer is utilized by a relatively small but dedicated force of young people diligently working to keep steam alive for this and future generations. So please, by all means, seek out these places toiling to keep steam alive and support them by buying tickets and riding behind a working piece of history! I'll step off my soapbox now. Thanks for listening. Small piston, top rightWhat does that small piston above right of the greaser do? I don't recall seeing anything like that in Finnish locomotives. Or maybe there are, but located differently. -- Cheers, Jari from Finland A big sighOh, how I remember these monsters. As I approach 70 at a more rapid pace than I like, the times shown here and into the '50s still hold a treasured place. If I were blindfolded with earplugs right now, I could immediately tell you if a steam locomotive went past. That smell of hot oil, cinders and soot are unforgettable. One of my fondest memories is from a night my uncle, a B&O dispatcher, allowed me to hold up train orders a mere couple of feet away as one of these monsters roared past. Finnish TrainsJari, You should go find a Finnish train and take a photo for comparison. It shouldn't be difficult to find a well-preserved example, since Finnish trains last nice. (Dave - sorry about this "frowned-upon second post of the day" but I couldn't resist the pun) Goober Pea Small piston may be I don't doubt that someone will know exactly what it is but going by its position it looks as if it might be a servo to ease the driver's movement of the regulator or the reversing gear. He would be a long long way from the sharp end and I'd imagine there would be lots of lost motion even through rigid rods and links. Woohoo! Got one right! Power ReverseThe small piston above Congressman Schafer's head is the "power reverse." On early steam locomotives, the valve gear was directly controlled by a "johnson bar" in the cab. This lever set the valve gear to forward/reverse and on some more modern engines controlled the cutoff or the length of the piston stroke that received steam. As engines and valve gear grew in size, so did the job of adjusting the johnson bar. Various screw drives and other controls were tried, and in the early 1900's steam power was harnessed through a piston to do the job. The Pennsy, being very conservative, was among the last to adopt the power reverse and many of its largest engines still used the arm-busting johnson bar at the time of the photo. Cylinder on the K4See that rod toward the right end of the picture, maybe 2 meters long, inclined upward left to right? To throw the engine into reverse the engineer needs to lift the back end of that rod until it's about horizontal; the cylinder you asked about is an air-powered piston to help him do that. My QuestionWhy is a U.S. congressman occupying himself with locomotive maintenance? [Mussolini wannabe? - Dave] Reverse PsychologyPower reverse gear was never widely used outside of North America, which is why it appears unusual to non-US viewers. Two great books of railroad photosMiguel - I would recommend "Steam, Steel and Stars" and "The Last Steam Railroad in America" by O. Winston Link. B&W photos of outstanding quality, documenting the Norfolk and Western in its last few years before converting from steam to diesel. Both available at the major online bookstores at a reasonable price. Thanks a lot for the tip!Thanks a lot for the tip and information! I had heard of such live steam trains in Britain - the National Railway Museum (http://www.nrm.org.uk/home/home.asp)runs several steam-powered trains on tracks around York, and I thought it would be one of the places I wanted to visit at least once in my lifetime. Now knowing that there are also places in the States where it is still possible to experience the wonders of riding a steam-powered train, I will certainly make sure to include them in my long list of beautiful and interesting places I want to visit sometime. Dave, you know what would be great, on this same subject? To see a good picture of a famous station like Grand Central in the days of steam locomotives; either a view from the street, or a picture of the hectic movement of people in the grand hall inside, or a view of the tracks, perhaps showing one of the famous express trains of the '20s or '30s... Man, I can almost hear those famous words, "All aboard! All aboard!!" [There's also the Steamtown National Historic Site in Pennsylvania. As for photos, we already have lots of pictures of steam-era train stations, including Grand Central. Click the "Railroads" link above any of the train photos. - Dave] Reminds me When I was a kid we went in a school trip to the National Railroad Museum here in Buenos Aires, where they have these steam locomotives (some of them from the XIXth century) and I can still remember how they were neatly exposed side by side. The thing that I clearly remember after almost 30 years is when we were walking in between them and how I was amazed at the enormous size of the wheels, and how I then had nightmares where I fell behind them and under the heavy machine. Looking forward to visit that museum again, after seeing this photo. Pennsy PowerCongressman Schafer is oiling the side rod on one of the finest steam passenger locomotives of all time, the Pennsylvania Railroad K4s. From the teens to the 1950s these engines pulled the finest "varnish" on the fastest schedules. Daily they raced the New York Central class J Hudsons between New York City and Chicago. Before electrification they handled the heavy traffic between NYC and DC. In the early 1950s it took three diesel units to replace one K4s. But replace them they did, because of the diesel's much lower maintenance costs. Wish we could see the number on the headlight, but whichever engine she was, she wears her Juniata builders plate proudly. CigaraptureCigars are superior nicotine conduits -- smoke 'em OR chew 'em. The nicotine buzz from a dead cigar resting on one's lips as saliva darkens and attends the tissues in one's mouth is intense. Congressional ZealotOn top of his other charming qualities, Schafer promoted an anti-semitic, fascist agenda. This phrase in the following account is particularly amusing: "He was easily emotionalized by the power of his own oratory." Schafer had fought every measure which tried to bolster the American defense and had proved himself an obstinate obstructionist to national defense. ... Washington newspapermen often refer to Schafer as "bullneck." When angered, which was often, his neck became red and "glowed like a stop-light." ... I met Schafer at his home and my impressions of him are indelible. He had once weighed 300 pounds, but was now a mere skeleton of 250 pounds - a huge, ferocious-looking fellow, with layers of fat bulging around his chin and neck, a shock of blond hair falling over his face. He had the appearance of a zealot about him. He was easily emotionalized by the power of his own oratory and as we talked, he got into the habit of swinging an enormous, club-like fist only a few inches from my face. I found Schafer no different from the "patriots" back home in his prophecy of Hitler victory and its natural consequences of a revolution here against Democracy. "What kind of revolution?" I asked. "The BLOODY kind," he roared. "There will be purges and Roosevelt will be cleaned right off the earth along with the Jews. We'll have a military dictatorship to save the country." He leaned toward me and his fist swung like a pendulum grazing my face. "How about the Constitution?" I asked. "Oh that? That'll be set aside temporarily until they get some law and order in this country. A revolution is no picnic." Under Cover - My Four Years In The Nazi Underworld Of America John Roy Carlson, 1943 PsssssstOddly contemplative stance and expression: is the engine speaking to the congressman? Could he be an iron horse whisperer? Steam Is Not DeadTwo engines of this class still exist. Number 1361 was removed from display near Altoona, Pa., in 1985 and restored to operating condition. You could have ridden behind her in the late 1980s. She is at Steamtown USA in need of another major overhaul. The only thing keeping her from the rails again is money, LOTS of money. A sister engine is on static display at the Railroad Museum of Pennsylvania in Strasburg, where on any sunny summer afternoon you can ride behind one of four operating steam locomotives. Thanks guysThanks for the info about the cylinder, everybody. In Finnish engines direction changer is indeed "non-assisted", as they are/were smaller and lighter than these US-behemoths. I do have a pics of a live Finnish HR1 taken in last summer. It made a stop here in Salo due to normal train traffic and really attracted a big crowd. Maybe I should post the best ones somewhere. Cheer: Jari Big WheelsI can't believe how big this locomotive's wheels are (or, how small the legislative representative from Wis. is). It would be interesting to see a contrasting image of a man standing next to the wheels of a modern train engine. Thanks for posting this great image. The K-4The K-4 Pacific in the photo isn't a particularly large locomotive for the time--it's slightly larger than average for a passenger locomotive, but the freight haulers of the day, as well as the modern steam locomotives to be built in the next few years, would dwarf her in size. Nevertheless, she is one of the greatest feats of railway mechanical engineering ever. Designed and first built in 1914, the class would eventually number 425 locomotives. The last one was retired in 1957. Drivers are eighty inches in diameter, a standard size for passenger service. Big Wheels keep on turnin'The wheels were large for a couple of reasons.....large drivers translated the smaller-diameter stroke of the connecting rods from the pistons into a lot of forward motion and ground covered for a given amount of energy. Plus, the larger driving wheels gave a smoother ride to passenger trains. Locomotives intended to pull freight had markedly smaller drivers. Massive?K4 Pacifics were marvelous passenger engines, but hardly anywhere the top end of steam size-wise. Drop by our museum in Sacramento and see the SP Cab Forward #4294 - that weighs at least three times what a K4 does. http://www.csrmf.org/doc.asp?id=162 (The Gallery, D.C., Natl Photo, Railroads)
It's a Small Train: 1951
September 1951. "Walt Disney oiling parts of the locomotive of his scale model steam railroad, the Carolwood ... 
 
Posted by Dave - 01/07/2015 - 8:00am -

September 1951. "Walt Disney oiling parts of the locomotive of his scale model steam railroad, the Carolwood Pacific Railway, in the backyard of his house in Los Angeles." Medium-format nitrate negative by Earl Theisen for the Look magazine assignment "Walt Disney's Giant Little Railroad." View full size. MemoriesAh, this takes me back to my youth, when I ran the 1 in 8 scale steam locos my father used to build in the spare room. Lots of information here about Walt Disney's famous model railroad. Not uncommonIt's not uncommon as you might think. There are clubs that promote this hobby. Being from Long Island, there was an active club that had run days open to the public. They have multiple gauge tracks, one nearly a mile long. The clubs facility is in a county park so they cannot charge the public but do accept donations. http://longislandlivesteamers.org/ Search 'live steam clubs' and you should find several more. Rails missingWhen they tore out the railroad a whole lot of the handmade steel rails went missing. The one thing they didn't get rid of was the tunnel that went under the flowerbeds. They just buried the entrance and exits. Supposedly the tunnel still exists under the current driveway. I bet it's filled with the missing railroad rails. Article here. The EngineerWith some young friends on the Lily Belle, which he helped build by machining many of the small parts. It's now in the Disney Family Museum in the Presidio, San Francisco. Here's a neat short film about Walt's trains: https://www.youtube.com/watch?v=G1Rf7Ygy6TA CarolwoodWhen the railroad was removed in the early 1950s, the majority of the extruded aluminum, not steel, rails was given to the Los Angeles Live Steamers, a club that Walt was a member and still exists today at Griffith Park. It is the current home of Walt's Barn, the central feature, workshop and hangout for the Carolwood Pacific Railroad. http://www.carolwood.org/barn.html Also, the tunnel still exists, although not under the current driveway. It's more on the side of the house. The owners kept it in honor of the history of the property, but also because it could make a great storage place or wine cellar. I had the opportunity to walk through it before they sold the property. You can see the attached photo and more in this gallery of the new house. FYI, this house has NOTHING to do with the original. http://carolwood.theagencyre.com/property-highlights/ In the attached photo, this is the North entrance of the tunnel. The wall, arch and wooden doors are all original and the only things on the property, apart from the front gates on the driveway that are from the original home. The steps are obviously not original. Anyway, cool place and neat history. (LOOK, Los Angeles, Railroads)
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