pre- D Mix-or-Illatch years on. the Can.a(T0~~ TODAY we look for the unusual in the hookup of dif ferent diesel types into a single multipled locomotive, but once for a very short time we also knew a magical period in locomotive history when the mix-or-match principle involved steam and diesel power. For ex ample, few diesel road units existed on Canadian National in 1951, and when one made its appearance the occasion seemed almost a welcome break in the monotony of steam power. But when a big steamer led a shiny new diesel out onto the main line, that was indeed a notable sign of a season of flux in the great motive-power metamorphosis. 18 August 1972 liliar. Eastbound from Toronto, CNR's main line as(pects elec- the Scarboro Bluff to climb out of the Lake OJacific basin. The ruling grade is just over 1 per ce after !aded the 9 miles to Scarboro Junction, where h'etion t off and turned on a wye before returni:l~ of ~ n~ Mimico enginehouse to await the next eastlr., to call. Leading two new Electro-Motive F3 uni'con- .·eak- this hill is a brutish-looking T2a 2-10-2. The )rove bulging tender cistern dwarfs the A unit's . ror ~f­ VhICh nose as deep and thunderous exhausts blend main the steady roar of V16's to move the eastl, be elec- tonnage out of town and up the bluff. Central's sole remammg E6 (rebuilt No. 4001), which was offered but which Amtrak did not consider. No PC FL9's were considered because of their high maintenance costs. Dozens of well-maintained first-generation diesels were not purchased for a variety of nonmechanical reasons. Santa Fe has decided to rebuild many of its passenger covered wagons into hood units for freight service, and Amtrak could not come to financial terms with such passenger diesel owners as IC and MoPac. In the end, Amtrak contracted to pay 7.3 million dollars for its 262 units - an average of $25,000 for each diesel unit and $50,000 for each GGl. Eyebrows might be raised at the purchase of so many PC diesels, but Amtrak officials point out that bankruptcy at the cashbox does not necessarily mean incompetence on the ready track. David G. Goehring, Amtrak general superintend ent of locomotives, points out that, for one thing, PC put two steam generators in every E unit, meaning that a breakdown of one generator was no emergency even in the middle of winter. And Amtrak plans to run a lot of one-unit trains. Also, many PC passenger diesels were put through a railroad re-engine program during the three years just before the bankruptcy . . There was another compelling reason for buying PC diesels. PC uses complkated cab signal systems that would cost thousands of dollars per unit to install on non-PC units. For that reason, all PC trains will be pulled only by PC engines. Other assignments: SCL, RF&P, and L&N units will remain in Florida service; Milwaukee units will continue on the Mil waukee-Chicago-St. Louis run; BN E units will take over between Chicago and Havre, Mont., and will stay on between Seattle and Portland; and UP and B&O/C&O units will be spread around the country. The BN and SP F 's were bought for Minneapolis-Spokane and Havre-Seattle service where grades might damage E-unit traction motors. All the E and F units now will undergo a systematic re furbishing program that Goehring says will be "just short of a complete rebuild." Every unit has undergone an exhaustive 82-point inspection, and the results are being fed into an IBM computer which will help to decide when the units will go into the shop. About half of the units will undergo the complete re furbishing program by the end of 1973; most of the rest were considered to be in good shape already, and they will receive complete overhaul after the worst units are finished. Goehring GENERAL ELECTRIC'S proposed passenger diesel for Amtrak (far left) looks very much like the custom U30CG unit built for Santa Fe (and even sports an AT&SF road number). EMD's proposed passenger diesel for Amtrak reportedly resembles an FP45, and EMD's pas senger-electric design (left) has a foreign look probably influenced by the fact that EMD has become the U. S. licensee for a Swedish builder. figures it will take from $55,000 to $100,000 to overhaul each E unit and about $40,000 for each F unit. Plans call for each unit to be re-engined at least every four years and to receive a new generator at least every eight years. Amtrak is taken with the E unit and plans to keep E's running as long as possible at least a decade and probably longer. New diesels will sup plement rather than replace the E units. E units also will survive in non-Amtrak jobs, of course. Those not traded in may go into freight and mail-train service, and many will continue to haul commuters in the Chicago and New York areas. C&NW plans an upgrading program for its commuter E's and would like to standardize on all E units for its service. UP has set aside 8 units for special train service, and Southern is refurbishing 14 E8's for the Southern Crescent - repainting them green and applying the train name in gold script on the sides of the nose. Precision National Cor poration is buying an undetermined number of the E and F units Amtrak passed up and apparently will recondition vari ous parts but not the entire locomotives. WHEN Amtrak first went shopping for new diesels, it ap proached EMD about the possibility of building another generation of E unit, something like a n E10. But EMD had thrown away the pattern for the E-unit underbody (the last E9's were built on trade-in frames) , and the expense of build ing anything but a single-engine unit became prohibitive. As TRAINS went to press, Amtrak still was drawing up final specifications for its new diesels, but a profile of the unit already had emerged. It will be a single-engine unit in the 3000-to-3600 h.p. range with two steam generators and a high liquid (fuel and water) capacity - at least 5500 gal lons- but it will not be a hood unit. Amtrak has decided that for purposes of both esthetics and internal capacity (for the extra steam generator) its diesels will be cab units . Am trak hopes to decide on a builder - either EMD or General Electric, or possibly both - and to take delivery of its first units during the first quarter of 1973. The first batch should be about 30 units and the eventual total order about 100. Amtrak will go slower on buying new electric units. Diesel technology is readily available in this country, but no new electric passenger locomotive has been built in the U. S. since the GGl. Amtrak has decided to stick with an Ameri can builder for political reasons, cutting out a number of experienced European builders - that is, unless one would quickly buyout an American subsidiary. Logically GE would be thought of as the runaway favorite to build any electric locomotive, but EMD also is actively in the running. It has bought the license from ASEA, a Swedish builder, to construct electric locomotives for the American market. And like GE, EMD has submitted a series of proposals to Amtrak for both diesel and electric locomotives. Amtrak first will order a small number of electrics, work the bugs out of them, and then within four to five years order enough to run the Northeast Corridor's regular trains. That will spell an end to the GG1, although not necessarily be cause Amtrak wants to dump the ageless electrics. PC and the Government now are talking about the possibility of changing PC electrification from 1l,000-volt, 25-cycle A.C. to 25,000-volt, 60-cycle, which would mean the end of the GG1 in both passenger and freight service because it could not economically be adapted. The new electrics would be much higher horsepower than the diesels, probably in the range of 7500 h.p. A GG1 is rated at about 4600 h .p. ~ Trains 15 o N T A R o d , ,,' I ,·" ) ------_._) L I i L w E S T R G N A K E N T u c - -.- - - - - --- - - - _______ - -- -- ----- -------'---'l\~ 16 August 1972 z , ,'.' \ I' . . .... . { •• .,) . \ i \ wi \ 0:: en M A N E ~ ~kvJv \ a. 0 ~ ~ II~" ~ <{ ) 0:: iii ;::. :r / S ( f(J ! / ~ ,/-\ ,--~,,-J--;' Bla(k lines and white (red) lines THIS is Penn Central's map as its trustees see the system. The lines shown in black, which rep resent approximately 11,000 route-miles, produced 80 per cent of PC's revenues in 1970 and constitute the "core" of the railroad "where the utilization of Penn Central's plant, equipment, and person nel appears to peak." The trustees are careful to point out that they have NOT (they capitalize the word) said the remaining 9000 lines shown in white should be abandoned. Still, under the ICC's proposal that lines carrying fewer than 34 carloads per mile per year [page 3, July TRAINS],3900 PC route-miles would qualify for abandonment; and under a DOT recommendation that lines generating less than a million gross ton-miles per mile per year, 7000 PC route-miles could be tom up. As it is, to date the trustees themselves have petitioned to abandon 3598 "white-line" miles; formal permission has been granted by the ICC to abandon some 480 miles. Trains 17 THE PROFESSIONAL ICONOCLAST JOHN G. KNElLING, P.E., Consulting Engineer Plan tomorrow's railroad ~ NO ONE doubts that the U. S. railroad plant is overbuilt and that much of it must go. To illustrate some specifics, let us assume we are Penn Central management and take a look at its Chicago plant. Track that offers little promise has to go, I right? Right. Track that can be a viable part of the railroad's future has to stay and be upgraded, right? Right. We have 14:6 miles from Colehour Junction to Union Station, used mostly by Amtrak. It has to go, right? Wrong. The 44.4-mile old Michigan Central line from East Gary, L~o Ind., to Joliet, TIl., has an inefficient labor situation, few siding dies! patrons, and few trains. It has to go, right? Wrong. Loco The 200-mile Kankakee Belt Route from South Bend, Ind., first; to Zearing, Ill., gives us the long haul on freight for western Our connections and runs 1l10re than 50 miles to the south of Chicago, secti so we use it often. We keep it, right? Wrong again. Pass HOW'S THAT? and So On those last three examples it would seem that we are deny- f 1;1 ing all the basics about what to keep and what to dump, but we o 0 are not. The idea is to start with the shape of the future. (Some Steal cynics add "if any," but we'll stay optimistic and assume a future in HI based on free enterprise.) I So the criterion is not what is or what has been, but what must be in years to come. A previous generation put a key clas- • sification yard at Elkhart, Ind. -100 miles out of Chicago - for reasons we may assume were good when the decision was made. In those days, though, the current technology was loose-car railroading. If there is to be a future, it must encompass trains, not cars - container trains with fixed consists on fixed routes and schedules, integral bulk trains carrying trainloads to specific patrons. The classification yard and all it symbolizes must go. The new technology will use truck-rail interfaces for general cargo which will be carried in containers on general-purpose cars. Bulk trains will run direct. The capacity of a track is enormous when trains keep moving. BACK TO CHICAGO The passenger line is grade-separated all the way from the probable location of a Chicago container terminal near Cole hour across the South Side to key connections. The route is short, fast, and direct, and it permits nonstop movement through "the jungle" where a standing train is apt to be looted. This route offers connections to the Burlington Northern and the Milwaukee Road, and a connection to the North Western could be provided easily. Little or no involvement with the Gh hostile surroundings would be necessary. This is not true of all ier Th 2·( H hv Scale in miles 10 10 20 TRAINS Magazlne---Aobert Wegner / wI' I ~ I~ ~ pC ,1 '"......... ..--t------.... --' S-----------..:t.., ;;;'i KAHKAKEEBELT TOMORROW'S rail map of PC around Chicago should be different. routes in the area because all are not grade-separated as PC is. On this route our trains could run from the East to the near north-side road-rail interfaces which would be convenient to the expressways and close to downtown. Despite myths, in this day of costly trucking there still are advantages in having a convenient central location. Now consider the MC line. It is almost 50 miles long and con nects with all southern and western lines except the Burling ton. It can be lined with container facilities and still have large running capacity - for integral trains. Its location can be stra tegic - it is beyond the "jungle" but 30 miles closer to the com mercial city than is the Kankakee Belt. That 30 miles can be turned into lower drayage cost and thus higher rail revenue; even 30 miles can cost $40 to $50 a round trip. The MC line can offer interface sites in Indiana and in two illinois counties. That is important because the fiefdoms of local truck jockeys are cut up along county lines and competition is good for their souls too. BUT THE "KKK" The Kankakee Belt comprises 200 miles of rural line which is parallel to other routes and an unnecessary 30 miles farther away from the Chicago-area customers than the MC. Should the Kan kakee Belt be kept for the long haul? That would be money wasted for redundant track and a redundant haul just to cater to an obsolete division formula. Is it good to keep through traffic out of town? If you keep the trains moving, there is no capacity problem. The "conventional wisdom" has transport routes bypassing the cities. The fact is that transport has to go where the patrons are, and they are in the cities. RATIONALIZATION Look once more at the map. The suggested retentions permit Penn Central to operate a minimum plant, eliminate a lot of track (much of it not shown), and still have direct access to connections as well as space for conveniently located rail-road transfer points. There is no point to maintaining the circuitous, duplicating lines far from the city, such as the Kankakee Belt and the Indiana Harbor Belt. "Straight across" is shorter than "out around," and part of the advantage of the railroad is that it can make good use of a modest right of way while a highway cannot afford its wide swath "straight across." Yard space is not at issue-the whole yard technology has to go. The rail freight station of the future must be an interface. It must be a place where containers move quickly between cars and trucks. No one makes money on freight that stands still. NEW YORK, TOO Similar conditions exist elsewhere - in New York, for in stance. "Conventional wisdom" says sell the railroad tunnels to a public agency and run the freight far around the city; but the best idea is to let public agencies build new tunnels - they want to do so anyway - and keep the New York tunnels for a direct freight line for next-generation trains. The tunnels don't have to be electrified, incidentally. Diesels can be used in them (and are). Western cargo destined for Long Island incurs a serious dis ability if it has to be drayed from New Jersey - and th e Jersey traffic gets the same reduced rate. But with stations on both sides of th e city, costly truck miles are avoided and the railroad gets more money. TEXT FOR TODAY It is not too soon to plan the railroad of tomorrow, although it may be too late to do so. Anyone who expects a future for rail roads must get on with the job. The process is not automatic. ~ Trains 5 "\ -; .. \ -"' , e , I , 3: ---;~ \~. W IOWA L MO . .-..... 6 / " C:l N s N c o s / :t: lJ ~ -'- -. K E N T u K c y \~ -.-.- . -. -. ---. \\ \~\,.-.-.--'-. - '-.-. ---.-. - '- -.-.-.-~ II..' TENNESSEE - - ' - ' - ' - ' _'_ ' _ ' _ April 1973 o z ."1 /. .' I \ ' . / I / J W R , . \ ...... - v E T G N )-~ A i i r ', i i ', __ ."i ,- i i G o N T A ,. .... , ./ ' ,. i ,. , R M ·-c / No scale Proposed abandonments in black PENN CENTRAL: 20,000 lRiles lRinus 5000 equals 15,000 TRUSTEES of the Penn Central footnote this map with these comments: The Providence & Worcester [see page 16] now Is Independent; and the South DanviUe/Wllkes Barre (Pa.) One wUl not be abandoned If PC quallfles for a loan under the Emergency Rail Facilities Restoration Act. Trains 7 E I I CENTRAL'S EARLY POWER ImmedIate delivery 352 beautiful pages of steam $15.00 postpaid AL 8TAUFER Rt. 4t MedIna, O. 44258 RAIL TOURS ABROAD 1973 PAA'S INDONESIA TAIWAN-JAPAN A limited party 3 week tour, 10 days in Java & Sumatra alone plus unusual n.g. lines in Taiwan & Japan, dep. S.F. Sat. May 12, 1973 $1779.00 incl. most meals. Tour covers 5 gauges and wood burners plus rack lines in steam. SAS RAIL STUDY TOUR SCANDINAVIA One special escorted departure May 31 to June 18, 1973. Nineteen days visiting Nor way, Sweden, Finland and Denmark-main lining, visiting yards, facilities, and seven museum operations, plus subway and trac· tion operations. Complete package including most meals, $1138 from New York. ~ ~ 't S ,,~ EAST GERMAN'Y : DR: & POLAND ":. + "ltl~'" A 22-day escorted program to the remain ing steam narrow gauge and selected main line operations in these countries; full photo authority granted to group, from New York June 27-July 18 $876 per person. SWISSAIR'S RAILROADER Perennial favorite 16·day escorted program departing May 20, 27 and Sept. 2 cov ering rail of all sorts in the Roof of Europe, from New York $823 per person. Folders & inquiries from RAILSTUDY TOURS INT'L Div. Hel,ft World Travel 164 Maple Ave. East Vienna, VA 22180 (703) 938-4666 THE RAILFAN'S AGENCY 8 April 1973 Continued from page 4 After the new rules finally were posted, the UTU struck at 12:01 a.m . on Febru ary 8, 1973. Congress settled the strike within 24 hours - by ordering the train men back to their jobs under the old manning standards until May 9 and by requesting a Department of Transporta tion study of the Northeast rail mess with in 45 days. Thus as PC trustees approach the third anniversary of their jobs, they find them selves where they started. Indeed, they have been forced to retreat. For instance, Penn Central's reorgani zation has been complicated by all the company it has acquired in its misery. Half of Eastern District rail mileage is in bankruptcy, most of it running with a negative cash flow ; thus what had been "the PC situation" has become "the North east situation." The little fellows (Le high Valley, Reading, Jersey Central, etc.) fear that a reorganized PC will swamp them; there is talk of the need for a super trustee. The one positive force Penn Central has going for it - piggyback - is the one service with which it can't cope. Business Week published an estimate by Jervis Langdon Jr. that Interstate 80 carries enough trucks to load 50 TOFC trains a day, but the system now admits that it is in no physical shape to handle the strain of fast, frequent, on-time piggyback runs. Further, the very legislation that gov erns Penn Central (Section 77 of the Bankruptcy Act) is inadequate since it contemplates continued operation of a railroad, not liquidation. PC has no earn ing power and its assets are eroding. This erosion, in the view of Trustee George P. Baker, former dean of the Harvard Graduate School of Business, violates the Fifth Amendment of the Constitution by taking private property for public use without due compensation. Options and nonoptions surround us. They reflect variously committee-think, a get -tou gh stance, Nixon policy, don't rock- the-boat, and what-is-politic: TRUSTEES' FIRST CHOICE - Clearly the trustees would like to go it alone, imme diately cutting the system to 11,000 miles, paying only the number of employees re quired to operate 11,000 miles, and dis continuing noncompensated passenger trains. Nothing in the track record since 1970 indicates that this plan has the chance of a man with luggage in a Tokyo subway. TRUSTEES ' SECOND CHOICE - Alterna tively, the trustees would cut the system HEADQUARTERS QUIZ ANSWERS 1. Hock Island; Chicago, Ill. 2. Seaboard Coast Line; Jacksonville, F la. 3. Florida East Coast; Sl. Augustine, Fla . 4. Norfolk & Western; Roanoke, Va. 5. Santa Fe; Chicago, Ill. 6. No rfolk Southern; Raleigh. N. C. 7. Louisville & Nashville; Louisville. Ky. 8. Union Pacific; Omaha, Nebr. 9. Clinc hfield ; Erwin. Tenn. 10. Southern Pacific; San Francisco. Calif. I!. Southern; Washington, D. C. 12. Burlington Northern; Sl. Paul. Minn. SCORING (24 points possible): We rec kon 15 cor rect answers constitute a passing grade; a score of 20 is excell ent; and a perfect score puts you out in front of the editors. P .S.: All photos a ppear through the courtesy of the involved railroads. e xcept those of the headquar ters of Rock Island (Edward J . Wojtas). Florida East Coast (Charles' K. Marsh Jr.). a nd Clinchfield (TRAINS : J . David Ingles). ~ ~ DECALS: Large full-color drawings of engines for mail box, plaques, or whatever. Each $1.00. CURRENTLY AVAILABLE: NKP-759 SR-4501 N&W-611 ALCO PA 8&O-Wm. Mason Camelback4 Valley-103 RDG-2102 .John Terry Studio Dept.-4 8 McNab Ave., Cedar Knolls, NJ 07927 by KEITH L. BRYANT JR. The biography of the flamboyant founder of the Kansas City Southern and the K.C.M.&O. Order from Kalmbach's Railroad Book Mart or send check for $10.00 to Vanderbilt University Press Nashville • Tennessee 37235 A Great American Tradition . .. CLUB CARS and CIGARS And_ .. THE Great Imperial IS THE LARGEST SELLING CIGAR IN THE WORLD KING EDWARD R. J . Sandusky. NEW LIFE: United Railway Supply of Montreal is rebuilding a number of Chihuahua-Pacific's 30 bought-new Fairbanks-Morse HI6-44's. Units re tain OP engines and former short hoods (high or low). Nos. 513 and 525 of the Mexican road are shown at the URSshop with ex-D&H RS3's4117 and 4129. EASY, ELIZABETH: Wearing Amtrak digits and PC paint, GGI 907 takes a ·Philadelphia-bound Amtrak "clocker" past new fill and catenary poles at Elizabeth, N. J . The construction will allow better superelevation of track and thus ease (but not eliminate) a speed-restricting reverse curve. LONG INTERVAL: Four Boston & Maine RDC's chartered by the Massachusetts Bay Railroad Enthusiasts idle beside Providence & Worcester RS3's on June 24,1973, as riders tour the P&W shop at Worcester, Mass. The special, which made a round trip from Bos ton to East Providence, R. 1., was billed as "the first P&W passenger train since 1888." THE DEVIL MADE ME DO IT: One inci dent marred the return of Steamtown USA's ex-Nickel Plate 2-8-4 No. 759 to excursion service on July 22, 1973 - she stalled on the 1.73 per cent grade at Devil's Hole, Pa. After she had made three unsuccessful attempts at starting, two GP7's were called to the rescue. The 19-car High Iron Com pany special made the one-day Hoboken Scranton round trip over Erie Lackawanna. Scott A. Hartley. John R. Taibi. Trains 15 16 How much moves where on Penn Central October 1973 >-I. •••• " " .... ," City Traverse City A GEOGRAPHICAL MAP of a railroad tells you where the rails go without revealing why. A traffic-densit y map shows how many tons a railroad hauls where - i.e., ex plains its reason for being; or, frequently in the context of Eastern railroading in 1973, its reason for not being. This Penn Central map, revised on March 27, 1973, is a key exhibit in current Congressional deliberations on how to rationalize excess rail fixed plant. A cursory glance confirms the obvious: PC's main lines are its strength - both its east-west stalwarts from New York to Chicago and St. Louis and its key north-south links such as those between Toledo and Columbus, 0 ., and between Ashtabula, 0., and Pittsburgh. But away from the mains, tonnage shrinks - as in northern Michigan, .. I Lake Placid More thltn 20 million groea tOlHllI .... 10-20 million G"'" ton-ml .... o 0 5-10 mUiIon grOll8 tOlHllI .... o 0 1-6 mUiIon groea ton-ml .... o 0 Less thlt" 1 million gross Ion-ml .... northern New York, almost all of Pennsylvania, and throughout New England. The map poses one question: Where do the authors of that passenger-only Northeast Cor ridor system propose to divert all the New York-Washington tonnage in areas where PC maintains no freight bypass routes? Item: The paucity of traffic over much of Penn Central, so vividly portrayed here, is worrisome. Still, this density map reaffirms what a productive, useful transportation plant PC is where traffic swells sufficiently to promote the mass transportation which underwrites profitable railroading. Add up the mileage of those "more than 20 million gross ton-mile" mains, and you have a powerful argument fOT railroading in the East - self-respecting railroading. - D. P. M. . Trains 17 D Missom-j mixeds IN its last decade the Wabash Railroad was much the same west of the Mississippi River as it was east of Ole Man River - with two notable exceptions. The Columbia mixed was the archetypal branchline ac commodation. The local switcher dragged a baggage car and a coach (stove-heated, of course) up to Cen tralia to meet the mainline passenger trains, accom plishing local freight and switching duties en route and performing chores at each end during layovers. The operation lasted well beyond the 1950's (when a little EMD SWI or the pictured Lima-Hamilton diesel did the honors) into the Geep era - even to the time when the GP7 would be ex-Nickel Plate and lettered NORFOLK & WESTERN. After the exotic motive power dis appeared, we came to appreciate the scenic - the ornate stone depot at Columbia; the typically Wa bash gray frame structure at Hallsville; the rolling Boone County countryside; indeed, even the very existence of the trains. All this despite the fact that the "Follow the Flag" banner was lowered forever in October 1964. The St. Louis-Council Bluffs run was an other kind of mixed - a passenger train with through freight added. Tonnage behind the head-end cars and coach improved freight service (doubled it on the Brunswick [Mo.] -Council Bluffs portion) and also prolonged the life of the passenger accommodation. Nos. 211 and 214 ran on leisurely schedules and up front had about anything you wanted except an FM Train Master in the way of road diesels - from E8's to Geeps to FTs, even a PA on occasion. The Wabash of the early 1960's in Missouri - a common man's rail road in commonfolk country, with a couple of uncom mon trains. - J .0.1. 18 October 1973 HARDY MINERS of the north country - employees of Calumet & Hecla Con solidated Copper Co. - stand for their portrait at the Calumet (Mich.) headquar ters in a photo from the Collection of John T. Reeder. The five locomotives are too grimy for us to discern their lettering for the company's Hecla & Torch Lake Railroad, but they reasonably can be identified from left as: Manitou, a 2-8-0 re built from a Camelback; Penokee, a 2-8-2T for whose wheel arrangement the name Calumet was coined; a small Mason Bogie - possibly Torch Lake, which still exists and hauls tourists; and St. Louis and Schoolcraft (or vice versa), two identical larger Mason Bogies. The date: about 1903, some four years before completion of the conversion of the 4' In-gauge network to standard gauge. 194 194 19"" 19.45 1942 1942 1942 1942 1920 19"" 1920 19"" I," It.u 1_ 19"" 1'" 1'" 1955 (2) (3) (3) {.q (5) (6) (I) production some 16.2 million pounds. Nurtured ~arefully by Boston capital, the property became a planned, fully supplied mining community. Finan cial affairs were firmly in the hands of Boston Brahmins Quincy Adams Shaw and Henry Lee Higginson, with management entrusted to Alexander Agassiz, son of noted Swiss geog rapher Louis Agassiz. Not surprisingly, C&H needed a railroad to carry off the phenomenal wealth from minehead. Hecla & Torch Lake Railroad was organized by the ". mmmg company in June 1867 and completed 4 miles of track by Octo ber 1868. The first locomotive, an up right-boiler affair named Fluke, may have been the reason for the odd gauge. Stories have it that the small four-wheeled engine was built to the 4' 1" width by mistake; upon its de livery the mining railroad company decided in favor of the locomotive and built the railroad to fit. When the line opened, the first Ma son had come ashore. Mind you, the H&TL connected with no other rail- -. "" Collection of John T. Reeder. KITCIDGAMI was built by Baldwin in 1885 as a 4' 1"-gauge Camelback. Later C&H rebuilt her with a Belpaire boiler and a conventional cab and also standard-gauged her. road, so the Massachusetts-built lo comotives were shipped up the Great Lakes to the isolated mining region. The first of these engines was an 0-6-0 named Hecla, a conventional type of locomotive which trailed a less conventional four-wheeled tend er. The first Bogie-type engine, Cal- umet, was built and was shipped in 1872. H&TL named the first locomo tives after the mines which had brought the engines to the north country. Calumet ushered in the era of the swiveling engine frame, mak ing Mr. Agassiz's railroad one of the first in the Midwest to use Bogies. THE PHOTOGRAPHER posed a · train of empties - with Manitou on the point and a Mason on the rear - on the grade up to Calumet around 1890. In the background is Torch Lake. Trains 33 John Boose ; Collection of Stanley H. Mailer. SCHOOLCRAFT still served the smelter at Hubbell, Mich., on Torch Lake in August 1939. Collection of John T. Reeder. ST. LOUIS and her crew pose at Incline Station. The engine was among the last Masons built. Collection of John T. VOYAGEUR, built by Baldwin in 1900, was the only experiment in compounding made by C&H. John Boose; Collection of Stanley H. Mailer. KEWEENAW, an 83-ton Mogul, was 10 years old when she posed for her photo at Calumet in 1939. 34 August 1972 The Mason-Fairlie patent, or Mason Bogie, was a product of Ya~ee in genuity and a bit of Irish experience. Some years earlier, Robert F. Fairlie, locomotive superintendent of the Emerald Isle's Londonderry & Cole raine Railroad, had worked on a problem. Fairlie wanted a locomotive to fit the restrictions of his railroad but with ample firebox dimensions. The narrow fireboxes of the day nor mally rode between the main frames, which limited grate area. His solu tion was to locate the firebox between two trucks, thus freeing it from the frame's incarceration. At first both trucks were designed as driving wheelbases, but a later type employed one driving truck and one conven tional truck under an attached tend er. The Fairlie design that later came to the attention of William Ma son had a single driving wheelbase secured to the boiler. Mason reflected that for use on American railroads, which were rough and sharp of cur vature, it would be wise to have a pivoting driving frame which would negotiate primitive track with com parative ease. The resulting product proved to be a successful design; Masons were cited as being a good bit more powerful than engines of comparative weight and cylinder dimensions. H&TL's aloofness and its penchant for distinction led to its matching the unusual Bogie locomotive to the dray-horse needs of mining. Since C&H's backers were in Boston, and since locomotives were needed, Wil liam Mason and his neighboring Taunton (Mass.) machine works be came part of H&TL's world. And Mas sachusetts locomotives began to haul Michigan copper with style and el egance. From 1872 to 1882 four 0-6-4T Bogie engines joined forces to shep herd 2% -ton-capacity rock cars about minehead and stamp mill. After Calumet's arrival, Torch Lake (named for C&H's stamp-mill site and inlet below Calumet) arrived in 1873; Red Jacket, which honored a new mine near Calumet, in 1880; and Raymbault, named after a voyageur-discoverer of early Keweenaw history, in 1882. THE NARROW GAUGE had two segments in those times. The 5-mile line from the shaft houses at Calumet ended at the edge of a plateau. A mile be low the flatlands lay Torch Lake, an arm of Lake Superior and site of the C&H's concentrating mills. The drop was considered to be too steep for a conventional railway, so H&TL built a gravity system which lowered the cars via cable from Incline Sta tion to the waiting rock bins. The incline functioned for the railroad's first 19 years. By 1885 C&H had opted for a new railway down the moun- • Collecti on of J ohn T. Reeder TRACK shU was 4' 1" gauge in the 1890's when Camelback Manitou and an older Mason (~ backgrou nd) stood for their portrait near Calumet. The rock cars had a capacity of 4 tons. tain. With it came a different answer to the motive power question: Camel backs. Wootten 's anthracite-burners were right at home in eastern Pennsylva ma on the Philadelphia & Reading. The wide double-door firebox was beginning to be a matter of course in hard-coal country, but i'n northern Michigan the application was novel. Kitchigami and Manitou, twin Bald win 2-8-0's, came to the copper coun try a year apart and sent thin plumes Into the sky above the new but for midable grade. Manitou weighed 90 tons, while friendly Indian sister "Kitchi" tipped the scale at a more graceful 85 tons. Each had a special fireman's shelter over the coal area to ward off the merciless Lake Supe rior winds, and both engines were equipped with special smokebox front draft regulators, which con trolled burning rates of the anthracite fuel. Both of these engines served as Camel backs until around 1900, when ~ A~TIVE MASON: Torch Lake, converted to an oil burner, now performs for tourists on a V4 -nule stretch of track at Greenfield Village adjacent to Henry Ford Museum in Dearborn. they were rebuilt with Belpaire boil ers an~ rear cabs. Voyageur, a lone Vauclam compound Consolidation nearly identical to the Camels in weight, began working the copper trains in 1900. The compound's boiler must have been a big success because two duplicates from Baldwin showed up to replace the Wootten anthracite designs of K itchigami and Manitou. H&TL thus became a bit more con ventional after the metamorphosis of the center-cab engines. Mason, nearly at the end of his great locomotive-building career was not ignored by C&H after th~ new railroad was built; two large 0-6-4T Bogies left his Massachusetts works in 1887. (Mason built just six more locomotives before the order books were closed forever.) School craft (named for pioneer Michigan statesman Henry Schoolcraft) and St. Louis were long, stately twins which served into an age discon nected from Bay State steam con struction. Schoolcraft could be seen puttering about the C&H works at Hubbell on the eve of World War II, aloof and unaffected by times and toil. During the 1890's the copper king experimented with a succession of large and small side tank engines. AL louez and Ishpeming, high-drivered (for H&TL) 2-6-2T designs, bustled about the surface works which stead ily were enlarged. Dubbed "the pas senger engines," the first tankers re sembled contemporary exports for Japan's Nippon Railway. Porter built two small six-coupled sidetankers for smelter service - Bete Gris and ~ontreal-in 1899 and 1901 respec tively. Both disappeared from the ros ter decades ago. Intrigued with the packaged loco motive, the roster assemblers of Cal umet in the first decade of the 20th F:rnest L. Novak. Trains 3S century moved into another design which incorporated many tried and apparently true ideas. The successful Voyageur design, crossbred with the sidetankers, produced a pioneer 2-8-2T, Penokee. The idea must have been different enough to cause some commotion in the railroad world, for printed sources refer to the engine as the Calumet type. The 51-inch drivered little giant was built on the eve of both standard-gauging and a big roundhouse fire which damaged many of the older engines. Baldwin duplicated the Calumet type twice for H&TL in standard gauge in 1907, along with building a Consolidation named Cartier. The 2-8-0 was con spicuous in its normal appearance, as though the north country had tired of being a bit different. The two Calumets, Roberval and Cham plain, along with Cartier, were the last new engines to bear the road's initials - in 1907. STANDARD-GA UGING came arm-in -arm with other improvements. Until 1899 there was only narrow-gauge track age north of Hancock, 10 miles away. A 3-foot-gauge line connected Cal umet with the railways of the outside world as early as 1873, and a second 3-footer, built in the 1880's, was a second connection. By the turn of the century the switch to standard gauge on these connections was un der way, and Calumet- & Hecla wanted full-width status. Regauging was a piecemeal affair, but by 1906 most of the changes had been made. By all rights the little Masons should have been retired. Yet the copper giant decided to rebuild all the Bogies to standard gauge even after many had been badly damaged in the roundhouse fire. They emerged from shopping to serve for many more years. The history of the Calumet & Hecla was marred by a great strike in 1913, by the exodus of hundreds of Copper Country families to less harsh cli mates, and in the dissolution of the Hecla & Torch Lake Railroad's name. The railroad carried on much as be fore, but after 1913 the locomotives were stenciled with the full corporate name of the parent firm: Calumet & Hecla Consolidated Copper Co. In 1925, C&H acquired two large Alco Consolidations from defunct neighbor Mineral Range Railroad, from which C&H had withdrawn fi nancial support. (Half owned by C&H, Mineral Range's empire died nearly overnight.) C&H built a 4-million dollar, 9 1f2 -mile line from Lake Lin den to Ahmeek, which was a more efficient connection for the newly acquired mining properties north of Calumet. The new railroad was com pleted by 1925. C&H's last two steam locomotives arrived on the eve of Black Tuesday in 1929. A BaldWin 0-6-0, Osceola, Ernest L. Novak. FRANK PETROSKY, retired Michigan Central Detroit Division en gineer, is one of four hoggers who run Torch Lake at Greenfield Village. 36 August 1972 and an Alco 2-6-0, Keweenaw, came to fill the stalls beside the still present and faithful Masons, many of which slept their last sleep "in the iron linteled stone roundhouse at Cal umet. In keeping with tradition, Ke weenaw was a bit different: she weighed 83 tons and may have been the last domestic 2-6-0. Both burly and high over her drivers, Keweenaw was still shiny as the nation moved into the depression. The scene at Calumet in the mid Thirties must have been esoteric. C&H held the Masons, the ex-Camel backs, the former· compound, and all the strange others with little thought of ridding itself of excess baggage. Some of the l\'1asons stirred and went to work - Schoolcraft was one, com plete with oil headlight anp weblike bell bracket. Five of the Masons still existed: Torch Lake, Red Jacket, Raymbault, Schoolcraft, and St. Louis. Only after many of what must have been sentimental years did the view change. During World War II, thou sands of tons of surplus machinery was scrapped, and only then did the Masons go. That is, all save one. THE AFTERMATH of V J -Day brought an influx of diesels to C&H - 1000 h .p. and 1200 h .p. Baldwins and 70- ton General Electrics. Osceola and Champlain, by then numbered 4 and 9, were held until 1955. After Osceola saw one last brief fling in the winter of 1954-1955, but one steam survivor remained: the storied Torch Lake the last Mason Bogie. Back in the 1920's, the Keweenaw Central Railway, which ran north from Calumet, had quit operations. Somehow Torch Lake had been bor rowed and then abandoned by KC, and a C&H crew was sent to run the locomotive back to civilization. Later, Torch Lake was offered to the Smith sonian Institution, which reportedly replied that it was unable to accept the gift, so the 1873 Mason slept for long years - about 40 - disturbed orily by the curious and the in formed. She came out for Calumet's centennial in 1964, unfortunately painted in gaudy gold with red trim. In 1969, Torch Lake found a fine new home as the Copper Country lost its last Mason - not to the torch but to the safety of the Henry Ford Museum at Dearborn, Mich. The en gine has run in the summer for tour ists at adjacent Greenfield Village. Today the mines of the Copper Country are stilled, perhaps forever. Time has run out for mine and Mason in the north, and even C&H's diesels are being sold off. The closing of the shafts in 1969 signaled the end to an unusual roster of an offbeat railroad in an extraordinary land. ~ ...... NO FREIGHT TODAY as Lima-Hamilton switcher 409 ambles into Columbia with a midday "mixed" circa late 1950~s. George Drake. Jim C. Seacrest. JULY 4, 1965, HOLIDAY means no RPO in the consist of N&W 2U nearing Council Bluffs with about 25 cars. " " ;.'- The mass-produetion 1e For commuters only BERT PENNYPACKER ~ IN the rugged mountain country and winding river valleys of far western Pennsylvania, the state's name sake railroad once operated a bustling suburban commut er service. Pittsburgh was the hub of a network that stretched in many directions to outlying towns such as Derry, Greensburg, Washington, North Trafford, Sharon, and Beaver Falls. Certain commuter tr ains were experiencing schedul ing and performance problems in the early 1920's. These problems were especially aggravating in the Pittsburgh area, where ascending gradients at many places severely . taxed the capacities of the American and Atlantic types in use. Six-drivered power such as Moguls and G4 Ten Wheelers were very old designs and no better equipped for the task. Late running was commonplace; the addi tion of just a single 45-ton P54 coach to a train often meant the difference between on time and late. But sched ules could not be speeded up. The situation dictated ac- quisition of a better locomotive. . Pennsy broke with the traditional policy of down grading older mainline locomotives for t~is work. I~tead, PRR Mechanical Engineer William F . KIesel Jr. deSIgned a Ten-Wheeler expressly for heavy commuter duties. The engine became known as Class G5s. The G5s was America's most powerful Ten-Wheeler and was the last 4-6-0 class to be built for a major rail road. The G5s came more than a decade after the type for all practical purposes had been superseded by the Pa cific. Except for unorthodox wide spacing between the second and third sets of drivers (for better weight distri bution), the G5s looked like any other st~ndard. class of PRR motive power. The usual fat Beipaire boiler was flanked by a bright red and gold-leaf keystone-shaped number plate on the smokebox door and a small steel cab on the backhead. A heavy steel slatted pilot and an air 20 October 1973 tank (on most G5s's) rode up front. But this commonly recognizable far;ade was only skin deep, for in the G5s existed an amazing heritage in standard design as well as more unique features than probably were present on any other PRR class. KIESEL was well schooled in the arts of Belpaires, tend er water scoops, and standard design and thus was ad mirably equipped for his work on the development of the new commuter engine. He had worked under such Pennsy motive power notables as James T. Wallis, who brought forth the famed K4s, and Alfred W. Gibbs, who fathered the E6s. When Axel S. V ogt of D16 fame retired as me chanical engineer in February 1919, Kiesel had been named his successor. The birth of the new PRR standard class in 1923 was fascinating because of strong hereditary transcendencies from previous classes as well as conservative thinking. Many another railroad at that time in steam history prob ably would have acquired a Pacific type commuter en gine, but PRR considered such a machine an unneces sary extravagance. Gibbs had decreed that each addi tional pair of wheels cost more money to maintain and operate, and PRR's Pacifics, equipped almost exclusively with 80-inch driving wheels, were considered mainline locomotives (even including the light K2s [a] and K3s classes). With a heavy-duty rock-ballasted roadbed ca pable of supporting 70,000 pounds or more per axle avail able, Pennsy's non trailer-trucked machines usually turned out to be radically big-boilered. (Perhaps the best example of this line of thought concerns the road's fleet of 190 Santa Fe types. Most railroads stayed with the 2-10-2 through the drag freight era, but PRR pre ferred its gargantuan Us Decapod, acquiring 598 of them. This included an unprecedented order in ,1922 for 475 engines, built by Baldwin at a cost of more than 31 mil lion dollars.) With these facts in mind, the reasoning of Kiesel in Wheeler choosing a heavy Ten-Wheeler to handle the commuter power problem becomes obvious. But the choice of a 4-6-0 must have seemed almost like resurrecting a corpse from a grave, because not a single standard class of that type had been built since the last G4's of 1901. The type had seen considerable early usage; classes D (G1) and E (G2) had been included in Alexander Johnston Cassatt's original set of standard classes designed in 1868-1872. But Ten-Wheelers seemed to lose favor near the turn of the century, and no more were built because of the development of superb high-speed Atlantics. The fleet of 4-4-2's eventually numbered 601, and the design cul minated in Gibbs' classic E6s. As the new Ten-Wheeler took shape on Kiesel's draw ing board, his selection of a boiler design came to be an even bigger eye-opener than the revival of the wheel arrangement. The basic aim of standard designs was to have complete interchangeability of parts between the various classes and wheel types on the roster. A "part" could be as large as an entire boiler, such as the com mon one that rode upon the underframes of 425 K4s Pacifics and 574 LIs Mikados. Using this technique of universal boiler application, Kiesel fitted the G5s with a basic design that dated back to 1907 and which already had been used successfully on more than 1100 Consoli dations in classes H8, H9, and H10 as well as on the fleet of83 E6s Atlantics. Here indeed was standardization on a grand scale such as existed on no other railroad. These Altoona-conceived methods, including production-line assembly in the erecting shop, predated anything Henry Ford had at River Rouge as well as Richard M. Dilworth's achieve ments with Electro-Motive. The Pennsy's universal boil er as applied to the G5s in 1923 boasted a maximum diam eter of 76 % inches, had 55 square feet of grate area in its wide Belpaire firebox, and had a total heating surface of 2862 square feet plus 798 for the superheater. Boiler pres sure remained at 205 pounds. A further parallel between the G5s design and past practice was the use of the 24 x 28-inch-size cylinders that had powered several hundred Consolidations of the H8 classes dating back to 1907. Thus the only real dif ference in these freight and passenger concepts was in the number and sizes of the wheels. A tractive effort difference of about 4000 pounds existed between the 68- inch drivers of the G5s and 62-inch drivers of the H8s. Why did Kiesel blueprint 24 x 28-inch cylinders for the G5s? His prime requirement embodied a hefty starting tractive effort, and in the 2-8-0 groups of H8, H9, and H10, three proven quantities in boiler capacity-to-cylin der consumption existed. All three groups had cylinders with a 28-inch stroke and diameters of 24, 25, and 26 inches respectively. But on long pulls in full gear, the 26 x 28-inch cylinders of the H10s's sometimes over taxed the boiler's steam-making capacity. So to be sure of an adequate steam supply for the 4-6-0, Kiesel chose the smallest of the three diameters. The decision proved to be a wise one. After termination of the United States Railroad Ad ministration and a three-year lapse in new-locomotive construction, in 1923 the floor of Juniata Shops' big erection building once again was cluttered with new boilers, wheels, underframes, and other parts. First came a run of 57 sorely needed K4s Pacifics in the 3800 series. Later in the year the first batch of G5s Ten-Wheelers was outshopped at a cost of $35,590 each including tender. The first G5s, No. 987, appeared in June bearing oval badge plates with serial number 3769 affixed to her smoke box flanks. In line with common PRR practice, these 40 engines carried indiscriminate road numbers. The en gines mostly were assigned to Pittsburgh-area commuter work. From stem to stern, the G5s looked Pennsy: big and brawny with a plain and neat appearance. However, be ginning with the 1923 production, Kiesel added some "new look" embellishments to the standards of previous Trains 21 .. ~ GSs CONSTRUCTION RECORD Shop Number 3769 3786 3787 3788 3789 3790 3791 3792 3793 3794 3795 3796 3797 3798 3799 3800 3801 3802 3803 3804 3805 3806 31jO'1 3808 3809 3810 3811 3813 3813 3814 3815 3816 3817 3818 3820 3821 3822 3823 3824 3625 3851 3853 3854 3855 3925 3928 3927 3928 3929 3930 3931 3932 3933 3934 3935 3936 3937 3938 3939 3940 3941 All Built at Juniata Engine Number Date 6/ 1923 7/ 1923 7/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 8/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 9/ 1923 10/ 1923 10/ 1923 10/ 1923 10/ 1923 10/ 1923 10/ 1923 10/ 1923 10/ 1923 10/ 1923 lO/ l923 10/ 1923 10/ 1923 10/1923 10/ 1923 1/ 1924 1/ 1924 1/ 1924 3/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 8/ 1924 9/ 1924 9/ 1924 9/ 1924 9/ 1924 987 1649 1689 1592 1594 1811 1844 2216 2442 2754 2811 2830 29M 2920 3064 3108 3109 3117 3571 3576 3802 3832 459 472 508 698 816 833 1073 1080 1112 1567 1589 1950 1961 1962 1963 1964 1965 1966 LI20 LI21 LI22 LI23 5'l'OO 5701 5702 5700 5704 5705 57116 5707 5708 5709 5710 5711 5712 5713 5714 5715 5716 22 October 1973 Shops. Altoona. Po. Shop Number 3942 3943 3944 3945 3946 3947 3948 3949 3950 3951 3952 3953 3954 3955 3956 3957 3956 3959 3960 3961 3962 3963 3964 3985 3968 3967 3968 3969 3970 3971 3972 3973 3974 3975 3976 3978 3979 3980 4196 4196 4197 4198 4199 4200 42()1 4202 42()3 42()4 4207 4208 42()9 4210 4211 4212 4213 4214 4215 4216 4217 4218 Date 9/ 1924 9/ 1924 9/ 1924 9/ 1924 9/ 1924 9/ 1924 9/ 1924 10/ 1924 111/ 1924 10/ 1924 10/ 1924 10/ 1924 10/ 1924 10/ 1924 10/ 1924 10/ 1924 10/ 1924 10/ 1924. 10/ 1924 11/ 1924 11/ 1924 11/1924 11/ 1924 11/ 1924 11/ 1924 12/ 1924 12/ 1924 12/ 1924 12/ 1924 12/ 1924 1/ 1925 1/ 1925 1/ 1925 1/ 1925 1/ 1925 1/1925 1/ 1925 2/ 1925 9/ 1928 9/ 1928 9/ 1928 9/ 1928 9/ 1923 9/ 1928 9/ 1928 10/ 1928 10/ 1928 10/ 1928 5/ 1929 5/ 1929 5/ 1929 5/ 1929 5/ 1929 5/ 1929 5/ 1929 8/ 1929 8/ 1929 8/ 1929 8/ 1929 11/ 1929 Engine Number 5717 5718 5719 5720 5721 5722 5723 5724 5725 5726 5727 5728 5729 5730 5731 &732 5733 5734 5735 5736 5737 5738 5739 5740 &741 5742 &743 &744 5745 5746 5747 LI 24 LI25 LI28 LI 27 LI28 5748 5749 LI 28 LI 30 LI31 LI32 LI33 LI34 LI 35 LI 36 LI37 LI 38 LI39 LI40 LI 41 LI 42 LI 43 LI 44 LI45 LI46 LI 47 LI46 LI49 LI50 LONG ISLAND owned 31 G5s Ten-Wheelers, Nos. 20-50, and used them on virtually all nonelectrified routes. On November 18, 1947, G5s No. 32 nears her destination of Ronkonkoma with a mainline local. Sisters 35 and 39 survive as display exhibits. years. For the first time appeared the slatted steel pilot, cast steel marker lights, and small all-steel cab. But her otherwise pleasing esthetics were hampered by the lame duck look of that extra wide spacing between the second and third pairs of drivers. For this design, Kiesel might have researched the standard plan books back to Cassatt's originals of 1868, for classes G1 and G2 possessed the very same feature to assure better weight distribution. On the G5s, the distance between axle centers of the first and second drivers was 6 feet 3 inches; the second and third drivers had a spacing of 8 feet. This arrange ment worked well from an engineering standpoint, but it also may have contributed to the rough riding quali ties which weren't appreciated by engine crews. The G5s had an unusually high firing deck, 83 inches above the top of the rail- a height normally associated with a much larger locomotive or a stoker-fired engine. In this case the height was occasioned by the 72-inch wide Belpaire firebox which had to ride atop the 68-inch drivers. Many of the G5s's carried their air reservoir tanks crosswise on the pilot deck, a common practice on PRR Mikado and Mountain types, but some G5s's did not have the tanks up front. Special appliances were kept to a minimum: PRR's ultraconservative policy allowed Wal schaerts valve gear, power reverse, and superheater but not feedwater heaters nor stokers. These two luxuries in the 1920's were reserved mostly for 10-drivered classes. A notable idiosyncrasy in locomotive classification held sway for many years on Eastern roads such as PRR, Jer sey Central, and Reading whereby a small letter "s" was included in the class to denote the presence of a super heater. By 1923 Pennsy motive power men had decided that superheaters were standard equipment. Thus G5s became the final new design to include the letter "s." The letter was continued through the 1920's as. a part of the G5s class and for all K4s engines because they were established classes. However the new M1 Mountains (1923) and C1 0-8-0's (1925) dropped the "s." k d can al most hear the blower, pumps, and tal and smo e an db in yOU can almost smell the grease, me , ts in her stall at the Camden (N. J.) roun ouse turbogenerator as PeDDSY GSs No. 5720 pan tbis one of bls three all_tlme-favorite rall photos. October 1954. Photographer Don Wood terms Trains 23 J " ~1 ~'-: f). , DIMENSIONS IN STANDARDIZATION Class E6s G5s H8sb H9s H10s Type 4-4-2 4-6-0 2-8-0 2-8-0 2-8-0 Introduced 1910 1923 1907 1913 1913 Cylinders (diameter x stroke) 23 Y, x 261 24 x 28 24 x 28 25x 28 26 x 28 Driver diameter 80" 68" 62" 62" 62" Boiler pressure (Ibs.) 205 205 205 205 205 Boiler inside diameter 76 'lIou 76 'lIo" 76 'lIo" 76 'lIo" 76 'A" Total heating surface (sq. ft.) 3509 1 3468 2 3683' 3683 3683 Superheater surface (sq. ft.) 613 1 613 2 613' 613 613 Grate area (sq. ft.) 55.09 55.19 55.09 55.0 9 55,06 Weight o n drivers (lbs.) 136,000 178,000 225,000 223,300 223,000 Total weight (lbs.) 243,600 237,000 252,500 251,000 247,500 Tra ctive effort (lbs.) 31 ,275 1 41,328 45,327 49,183 53, 197 Facto r of adhesion 4.35 4.31 4.96 4.54 4.19 10riginal design had 22 x 26 cylinders. 3582 sq. ft. heating surface, na super heater, 27,409 Ibs . tractive effort. 20riginal design had 3660 sq. ft. total heating surface, 798 sq. ft. superheating surface. ' Original design had 3842 sq. ft. heating surface, no superheater. BECAUSE the G5s's performance statistics were proven quantities, this Ten-Wheeler did not receive the ex tensive road testing which most other new standard road classes got before being put into mass production. Exactly one month elapsed between the outshopping of the first G5s and the first production run. This no doubt was just enough time to confirm the expected figures on the Altoona test plant and with a few road trials. Follow ing the long-standing PRR practice of bUilding nearly all of its own passenger power, the entire fleet of 121 G5s's was outshopped by Juniata. The original lot of 40 in 1923 was followed by Nos. 5700-5749 in 1924-1925; Nos. 20-50 for the Long Island were built between 1924 and 1929. At the beginning of the G5s program, 168 Ten-Wheelers kf~- ",6 From top: E6s, G5s, and HIOs _ were on the PRR roster; by 1929 the figure had dropped to only the 90 G5s's. Although all 121 engines were basically the same, a few small variations occurred among the three groups. The original 40 had 798 square feet of superheating sur face, but this was cut to 613 in the succeeding groups and probably was eventually made standard at the lower figure for all engines. Three tender types were used. The initial 40 pulled a class 70P82 which carried 7700 gallons of water and 16 tons of coal. The next 50 engines for PRR had a slightly revised version, the 70P82a with a 45-degree slope sheet and capacity of 8300 gallons and 12 tons. Because of Long Island's long express runs to Montauk, its G5s's received big tenders that resembled IN the early 1940's G5s's migrated west to handle Chicago-Valparalso (Ind.) conunuter trains. Engine 1648 pUlls south from Chicago's 21st Street interlocking with "Valpo" local 454 circa 1949. 24 October 1973 Milton B. Nafus. " k" Schuylkill Branch Sunday-only locals 685 AUTHO R PENNYPACKER often chased the Skoo y, A Norristown last stop under wires. and 686. With the northbound, G5s 5 n 704 d ·fts into Haws venue, , . ifi This tender was the 1l0P82a those used WIth K4 1 s P ac hCSt (no stoker) and a bountiful with a 45-degree s ope s ee capacity o~ 12,730 g:~~~a:~e~4~u~0~~ throttle o~ a G5s An engmeman ds worth of tractive effort at his com had 41,320 poun t d whopping excess in overpow mand. This represen ea. car commuter consist ering for the avera.ge t~~eh!~-~~otal of only 135 to 270 of P54 coaches, WhIC~ ':JJ a . et-action acceleration that tons. These figures a or J er-to-weight ratios of was well within t~e ~~~e .~f~o~ check of some Pitts the fastest streamline 11ffil e . 1 that a G5s could come burgh area local schedu es revea SIt ' M U train (as f ce of an e ec riC • . close to the per orman t've basis of distance, time, used in the East) on a compara lIthe doughty G5s be and number of stops. Ckhonverse Ythe 145 mile round trip h d t wor orse on - came a eavy- u y t . that labored through of a milk-and-pasksengedr ra~try between Sunbury Pennsylvania's bac woo s co and Bellefonte. d d ' tantaneous acceptance Although Pennsy accoWhr e 11ns the Long Island was h ower Ten- ee ers, LI' to t e superp . A full year separated s considerably m?re ca.~lOu~ nd further acquisitions; initial four-engme trIO: e; ~ 31 Long Island's' G5s's, eventually LI amassed a ee t~e to'61-mile run between intended originally for u(seh~nh t'ermed "limited ex- . d M ntauk w lC was . JamaIca an 0 . d 'th the big new Kiesel press service"), were eqUlPs.e t WI passenger tenders. designed st~ndard long-Isu:~:l that they became a But the engmes prov~~ so 1 ctrified branches, often familiar sight on 12 all ~of:t~re steam years, the larger pulling to 10 or cars. d G5 ' many K4s Pacifics of P RR ownership replace s s on of the Montauk trains. W HERE THEY W ERE USED As of Ja nuary 1, 1939 NEW YORK REGIO N 01 5703 New Yo rk Division - 15 locomotives: 1961, 57, , 570 4, 5705, 5706, 5707, 5 708, 5709, 5710, 5713, 5714, 5715, 5717, 5724 EASTERN REGION . 1567 1589 Williamsport Division - 2 locomotlv.es: 833 1073 Ik B D' ision 11 locomotIves: , , Wi es- arre IV - 5716 5718 5723 5725, 5726 1080 159 2 1960,5700, , , , Delm~rva Division - 2 locomotives: 1112, 5719 CENT~~~t:rEnGlg~o Division _ 8 locomotives: 2216, 5720, 5721 5722· 5727, 5728, 5729, 5730 Panh~ndle Division - 18 loco2m9~t~ve;86r' 5i53~~' ~~~~: 2442 2754 2811 , 2830, , , 5733' 5734 '5735,5742,5743,5744, 5749 4 Pittsb'urgh Division - 18 locomotives~i;:4, 527~270, ~~~8: 3108 3109, 3117, 3571 , 3576, , , 5739; 5740,5741,5745, 5746, 5~47, 5748 C ugh Division - 1 locomotive: 3832 onema I ' 459 Monongahela Division - locomotive: WESTE~N ~E~!~~s Division _ 14 locomotives: 472, 50 8, 6~~, 8 ;~~ 1648, 1689, 1962, 1963, 1964, 1965, 1966, 57 , 5711 , 5712 11939 the90G5s locomotives on the Note: As of J.anu~r~o ;he ab~ve divisions. At that time, the PRR ~erek aRs:~~:~,s 15 locomotives were used principa lly on New or B h route but they later were the. ~e~ t:o;~e &P~~:~elprh~~~erminal and Chicago Terminal SWltc e b J k H hn divisions. list supplied y ac a . Tra ins 25 mento, Calif., in 1917). She carried No. 2371 and was class designated T-40. This engine presents a mechani cal quandary. Although 2371 always has been termed the "largest" Ten-Wheeler by dint of a decided weight advantage over PRR's G5s, the T-40's starting tractive effort stood well below that of both Pennsy's and Read ing's big 4-6-0's. The Espee engine seems to have evolved as an experimental version of the road's T-32, eight of which had come from Brooks in 1913. However, the T-40's expanded boiler size apparently didn't mesh well with carryover T-32 dimensions in cylinders, drivers, and boiler pressure. Or perhaps the monster proved too bulky for light-rail branch lines. At any rate, the T-40 remained one of a kind, and in 1918-1920, the SP shops went back to building the original T-32 version and turned out 13 of them. The big Ten-Wheelers also included 10 Jersey Central Camelback 4-6-0's built by Baldwin in 1918 as fast freight hogs. They later were reassigned to passenger work. Nos. 780-789, although they differed little from the series be ginning with No. 750 in 1910, carried a higher steam pressure (210 pounds vs. 220) and consequently posted a healthy tractive effort that just topped the 40,000- pound mark. The entire series of Ten-Wheelers was a familiar trademark of CNJ steam commuter service for many years. THE G5s being a special breed of iron horse designed for special jobs, usually could be found only in certain areas; many PRR divisions never saw one. More than half of the PRR fleet (46 locomotives out of 90) was assigned to the Pittsburgh area commuter district. These engines operated out of the 28th Street enginehouse over por tions of the Eastern, Panhandle, Pittsburgh, Conemaugh, and Monongahela Divisions. Interestingly, the train to Brownsville, Pa., was a through connection which used Pennsy passenger cars (including an RPO) over the Mo nongahela Railway on a weekday round trip to Fairmont, W. Va. At Brownsville, the PRR G5s changed places with a Monongahela 2-8-2. The second largest concentration of the "Pittsburgh commuter engines," as the G5s's often were called, was Long Island's 31 engines. Most of this group operated out of Morris Park enginehouse and Jamaica passenger sta tion, where across-the-high-Ievel-platform train changes were made between electric M.U. trains and the G5s powered runs on non-electrified branches. For many years 15 G5s's were assigned to the New York Region where they pulled commuter trains between Jer sey City (Exchange Place ferry terminal), South Amboy, and Bay Head Junction, N. J. They also handled mainline locals to Trenton until electrification in 1933. The New York & Long Branch route to Bay Head Junction gave up its G5s power in favor of the larger K4s's around 1940. About that time the G5s made its initial appearances on Chicago-Valparaiso (Ind.) locals and in the Philadelphia Camden-Trenton area on certain local runs over non electrified routes. The only other concentration of G5s assignments was on the old Grand Rapids & Indiana, which had been run with 4-6-0's since before the turn of the century because of light rail and bridges and a low volume of traffic. The passenger train between Grand Rapids and Mackinaw City covered 225.7 miles in about 7% hours; this was the longest run of a G5s in both number of miles and total elapsed time on the road. THIS unique Pennsy Ten-Wheeler class was an almost unnoticed workhorse among vast legions of Altoona conceived standard classes, and it never achieved the accolade and glamor of the E6s, K4s, or Tl. But the faith ful and dependable G5s, agile as a Percheron and brawny as a Morgan, in her own right was a snooty highbrow among her peers of the commuter-hauling clan, for she was no mere mainline hand-me-down. Few Pacifics could outdo this brutish Ten-Wheeler, and no road except Pennsylvania claimed a standard steam boiler that served equally well on Consolidations, Atlantics, and Ten Wheelers in an nOO-unit fleet spanning 16 years of development. In this Diesel Age of mass production and universally applicable internal combustion power plants, it is good that such counterparts of the Steam Age have been saved. All can see how it was done in another era, when the commuter boasted the status of a welcomed and unsubsidized guest who not only received good serv ice but rode in trains pulled by locomotives specially designed for him. Three G5s engines are known to be preserved. No. 5741 stands at the Pennsylvania State Transportation Museum in Strasburg, near Lancaster, which is operated in con junction with the Strasburg Rail Road tourist line. An E6s 4-4-2 and an H10s 2-8-0 also are in this PRR histori cal collection. On the Long Island, the towns of Salisbury and Stony Brook display LI 35 and 39 respectively. ~ Don Wood. THREE G5s's survive: two from Long Island; and Pennsy No. 5741, refurbished at Altoona in 1969 in anticipation of placement in the Railroad Museum of Pennsylvania at Strasburg, Pa. 28 October 1973 '0 ,~ " ~, My favorite railroad photos DEEP in North Carolina's Nantahala Gorge a pair of Southern Railway Consolidations hammer up a 4.2'per cent grade in a land that the Cherokee Indians named Valley of the Noonday Sun. This daily run was nicknamed Blue Goose by firemen who hand scooped {or about 120 miles over three major ridges between Asheville and Murphy. The run reqUired the fireman to perform a Jawn Henry feat of spreading 12 to 18 tons of coal in a galley-slave fashion while he attempted to stand on a·bouncing steel deck. The midday photo was made in the early 1940's when as fireman I paid 75 cents to the brakeman on the lead loco~ motive to fire up the hill for me. To the consternation of Hogger Hyde, nothing in the company's 1300 rules could prevent such an arrangement. The fireman on the second locomotive is taking a breather by hanging out the window until the stack clears after he deliberately has popped his engine to show off his abundant supply of steam. FRAMED by Jarretts tunnel on Southern Railway's mountain line between Old Fort and Ridgecrest, the main line local headed by Consolidation 630 responds to the scoop o{ a toiling fireman. This locomotive and its sister (Consolidation 722) were overhauled at the Asheville roundhouse in the final hours of steam and were sold to the East Tennessee & vVestern North Carolina . .. and thus were saved from the torch. Steam-minded Southern Railway President W. Graham Claytor Jr. swapped two Alco RS3 diesels to bring this pair of engines home again from the "ET." Today 630 and 722 bring joy to thousands of people who otherwise would have missed viewing and hearing the wonders of steam. One fan I met in Chattanooga voiced the hope that Mr. Claytor would live unto infinity! THANKS to the Clinchfield Rail~oad, a photographer of contemporary vm~age occasionally can shoot a timeless plcture. Clinchfield 4-6-0 No. 1 of 1882 vintage blasts out of527-foot Vance tunnel at Altapass, N. C., to celebrate her 90th birthday as the oldest stanc:ard-gauge locomotive operating in the Umted States. Only the fireman is showing. The date: August 19, 1972. IN 1932 a Northern Pacific passenger local, headed for Seattle, Wash., climbs. Montana s Bitter Root Mountains west of Mlss0tt:la. I was on vacation from my job as np track laborer for the Southern Railway, and a day coach was my sleepin& quarters. I was fully equipped with crUlser pa?k, shoebox lunch, and a handful of ratlroad . asses. The destinations of my annual Jaunts ~ flowing names that stirred gypsy romngs - were selected at random from a Nort~ . American map: Riverton, Wyo.; Wmtervllle, Me.; Bend, Ore.; Medicine Hat, Alta.; Perce, Que.; Loafers Glory, N. C. This picture is memorable in. several ways. It was the first action railroad plcture I . took and was achieved with a $2.98 Br?wme box camera. It taught me that part of life is based on what we see and on the ~trang~rs we meet - and that the man who watts untll he has the time and the money never does anything . . . or goes anywhere. Trains 35 i· " ~ j :j B Shin Kansen are the magic wo:..:....r::..ds::..-_~ WILLIAM D. MIDDLETON photographs I THE AUTHOR 1 THE Japanese National Railways . last year opened the first ex tension of its high-speec!. · "BUllet Train" system, thus enlarging upon one of the great railroad Sl,1ccess stories of all time. This 103-mile ini-' tial section · of JNR's New San-yo Line from Osaka west to Okayama improves on . even the extraordinary technical standards of' the original Tokaido route. The new line paves the way for a further acceleration of what is already the world's fastest rail pas senger &ervice and marks the begin ning of an ambitious expansion of what 'JNR now calls its "Shin Kan sen" (New Trunk Line) system. This system could link the major cities of all four of the principal Japanese islands with a 4350-mile network of high-speed, standard-gauge super railroads by 1985. close to what may be its practical limits. This super railroad has been ex pensive to build. Construction costs for the 320-mile NTL were reported to be more than 1 billion dollars about 3.3 million a mile. And JNR has been able to sustain NTL's high level of performance from essentially conventional equipment and track only at the price of constant, metic ulous, and very costly maintenance. In 1969, for example, JNR repo~ed Tokaido Line equipment and track maintenance costs of 32 million dol lars. Yet, given the particular traffic conditions of the Tokaido corridor, this approach to high-speed rail roading . has . proven to be an enor mously successful one for JNR. In deed, the statistics of the Tokaido ' """"!~_ ... Shin Kansen success story are little short of phenomenal. Relatively little in J apan's Shin Kansen represents wholly new rail technology, despite superlatives such 'as "train of tomorrow," "next gen eration railroad," . and similar ones that have been heaped on this re markably successful railroad. . The Japanese instead have added some impressive technical advances to es sentially orthodox rolling stock and control systems, and have <;!ombined them with excellent standards ' of track alignment and surface. This has pushed the speed and productiv ity of a conventional railroad ver y During the first six months after it opened on October 1, 1964, NTL's ' 130 mph M. U.'s operated 60 trips daily with an average daily traffic load of 61,000 passengers, which com- . pares with Amtrak's' daily load of 5i,142 in March 1973. NTL traffic reached three times the 61,000 level in only four years, and on one record breaking occasion (May 5, 1969) NTL trains moved 520,000 passengers in a single day. . By the Osaka "Expo 70" year of 38 October 1973 ' f m the 5-mile Kobe OKAYAMA-TOKYO Hikarl (Super Express) No.6 emer::s ~:w San-yo Line of Tunnel (above) and enters the Shin Kobe tstati~~ ;:e o;posite end of the sta JNR's Shin Kansen (New Trunk Line) sys en:i Okayama-bound H!kari No. 55 tion the rails enter the IO.I-mile Rokko Tunn . loeated in Tokyo Sta nears a tunnel at Aioi (left). Dispatchers (b~IOW) ;re Aided Traffic Control). tion and have at their disposal COMTRAC ( ompu er Airliners intrigue. In 40 years, commercial airlines have created a fascination which has generated transportation enthusiasts who delight in riding the 747, who cherish the old DC-3, who talk of Pratt & Whitney engine thrust. Now there is a magazine-AIR LIN ERS INTERNATIONAL-thattells you the why and wherefore of the wonderful experience of flying. Every word, statistic, photo, painting, and sketch in AIRLINERS INTERNATIONAL is about commercial flight. The maga zine is your guide to which line flies what planes, to how air traffic control works, and to where you can ride a Ford Tri-Motor. In AI's array of departments, you may cite your airline experiences, ask questions, express your opinions. AIRLINERS INTERNATIONAL joins TRAINS, MODEL RAILROADER, and Kalmbach books as a source of entertaining transportation reading. Shouldn't you subscribe to this new transportation magazine of 1973?