Spring 2003

Volume 23, Number 2

A Quarterly Publication of the Railway & Locomotive Historical Society, Inc.

Newsletter Notes

The timing of this feature article on 4-8-2s is interesting in that Eugene L. Huddleston’s book about the USRA locomotives, Uncle Sam’s Locomotives, has just been published (see New RR Books section in the last issue and on-line). Because Eugene only mentions the fifteen 4-8-2s, you can read about them here. Text by Bob LeMassena; photos by Harold K. Vollrath; and photos, introduction and captions by Eugene L. Huddleston. This is the last article by Bob LeMassena as he retires from writing. He recently lost his wife, Betty, of fifty years. He will be working for the Colorado Railroad Museum at Golden, Colorado. Steam on, Bob!

From webmaster Adrian Ettlinger: Added to the website (http://www.rlhs.org) is an expansion of the Railroad History Index to include #187, plus a printable version covering only #152-#187 the period beyond the published Taber Index. A number of projects are in the

works for the Reference Section. Next to appear is member Eugene Lewis's "LOCOPIX", which is a very thorough index to over 30,000 published photographs of steam locomotives. The Internet discussion group (Yahoo group "rlhsgroup") started mid-December continues to be very active, and a total of 658 messages have been posted as of March 24. Over 600 members are participating. Many members have been helped in their research pursuits by information supplied in response to queries on various subjects.

COVER: J-2 No. 545 (Brooks, 1918, originally numbered 135.) of C&O climbing grade on wye track leading to Ashland Tunnel at Ashland, Ky. The train is no. 23, the F. F. V., which was made up at Ashland station. It is bound for for Lexington and Louisville over some stiff grades (2.67% max.) . Date is 1947. Phil Shuster says the Vanderbilt tanks came from the F-19 Pacifics, which shortly before this pictures had been rebuilt into Hudsons using rectangular tenders. Note in left background the top of furnace for a steel mill, in this case Armco Rolling Mills. Photo by Eugene L. Huddleston.

Toward the end of World War I, the United States Railroad Administration (USRA) designed and ordered “standard” steam locomotives for the nation’s railroads. A total of 1856 engines embracing twelve designs in eight wheel arrangements were constructed during 1918-1920 by all three major builders: American, Baldwin and Lima. The largest group was 625 light 2-8-2s and the smallest group was 15 heavy 4-8-2s. Intended for heavy passenger trains, ten of the 4-8-2s went into service on the Norfolk & Western and five were assigned to the Chesapeake & Ohio. Though both railroads were

operating 4-8-2s, these new arrivals were unlike any of them. What the USRA heavy 4-8-2s lacked in quantity was compensated by their impressive dimensions and specifications. Weighing 352,000 pounds, the same as the light 2-10-2, it was heavier than all preceding 4-8-2s except those of the Atchison Topeka & Santa Fe. Its boiler with 86/96 inch diameters, 20'- 6" tubes, 60 inch combustion chamber, and 76 sqft grate area, was derived from the USRA light 2-10-2. The 63 inch drivers were the same as those of the light 2-8-2, and the 58,000 pound tractive effort was almost equal to that of the heavy

2-8-2. Five other designs carried 200 psi boiler pressure but the 28x30 inch cylinders were unique. The trailing truck was ALCO standard Cole type, a fabricated assemblage. American’s Brooks Works erected C&O 133 - 135 in December 1918, but Baldwin produced Nos. 136 and 137 in June, 1919, a month after the Brooks factory had delivered Nos. 116 - 125 to the N&W.

Lacking feedwater heaters and mechanical stokers, these engines were unsophisticated machines; nevertheless they were reliable, easy to maintain, and quite competent in service. In later years, both railroads equipped them with large 6-6 tenders, feedwater heaters and stokers. The N&W even gave them streamlined shrouds resembling its famous 4-8-4s. The last “pure” heavy 4-8-2s were

erected in 1923, first C&O Nos. 138 and 139 from American’s Richmond Works, then N&W 126 - 137 from Baldwin’s Eddystone factory. The C&O’s engines worked until the early 1950s and those on the N&W lasted until their 40th birthday, a most remarkable record of service.

In 1926, American’s Schenectady plant produced 23 “improved” USRA heavy 4-8-2s for the Florida East Coast which already had 67 smaller ones to haul long trains of vacationers, vegetables, fruit and materials for the Florida boom. These locomotives retained the basic dimensions and incorporated a higher boiler pressure, firebox syphons, two compound air pumps, feedwater heater, Delta trailing truck and a 12 wheel tender holding 12000 gallons of water and 5000 gallons of oil fuel. One

could say that these were the last ofthe breed yet the line was not entirely extinct.

Let us go back a couple of years to 1924 when ALCO’s Brooks works constructed five 4-8-2s (Nos. 1401 - 1405) for the Delaware, Lackawanna & Western for milk train service over the Pocono Mountains between Hoboken, New Jersey, and Scranton Pennsylvania. American’s designers utilized the USRA's heavy 4-8-2 plans but enlarged the firebox to enclose 80 sqft of grate area thereby increasing the locomotive’s horsepower. These engines were supplemented in the following year by five others (Nos. 1450 - 1454) having three cylinders, 73 inch drivers, greater weight and increased tractive effort. Three cylinder locomotives were then being promoted by American and the DL&W bought 35 4-8-2s for freight service and five for passenger trains.

In 1927, just two years before terminating operations, ALCO’s Brooks works produced some outstanding locomotives: Gigantic 2-8+8-2s for Denver & Rio Grande Western; Lackawanna 4-8-4s; 2-8-4s for the Erie; New York, Chicago & St. Louis (in 1934) and Chicago & North Western. And 4-8-2s (which were a 2 cylinder version of the DL&W 3 cylinder engines) for the Missouri Pacific. In addition to a larger firebox, these five MP 4-8-2s incorporated frontend throttle, compound compressors mounted on the frame ahead of the cylinders, Worthington feedwater heater, firebox syphons, Delta trailing truck and 6-6 tender. The MP liked them so well that they obtained five more from the Schenectady plant in 1930. Thus the 5335 - 5344 were the last 4-8-2s whose ancestry could be traced to the original USRA design.

However, the species was not completely extinct. Those DL&W 4-8-4s, numbered 1501 - 1505, possessed familiar boilers, but with a larger firebox having 88 sqft of grate area. It was supported by propulsion machinery with 77 inch driving wheels, much larger than any 8 coupled locomotive at the time. Though they were not the first 4-8-4s, having been preceded by those of the Northern Pacific, they were the first members of a surprisingly large family whose common bond was the USRA 4-8-2 boiler with an enlarged firebox.

The next railroad to incorporate the USRA boiler was the Canadian Pacific whose Angus Shops in Montreal built a

 pair of exceptional 4-8-4s in 1928. The CP’s designers enlarged the firebox to hold a 94 sqft grate, increased the steam pressure to 275 psi, added an Elesco feedwater heater, but did not provide any syphons in the firebox. The 75 inch driver diameter gave a tractive effort of 61,000 pounds and the 423,000 pound engine weight was an all time record for Canadian 4-8-4s. During an overhaul in 1959, a booster was installed in the trailing trucks, and all axles were equipped with roller bearings thereby increasing the engine’s drawbar pull to almost 80,000 pounds. This enabled it to pull 20 heavy passenger cars up the short grade east of Toronto without a helper. The two locomotives were never duplicated and they remained on the fast overnight run between Toronto and Montreal for 28 years, then spent the next couple of years in freight service before their retirement.

In 1929 there occurred a most unusual coincidence among 4-8-4s then being constructed for three railroads. One would conclude that all of them were using the same plans and specifications with minor deviations. In February, Chicago, Rock Island and Pacific No. 5000 was erected in ALCO’s Schenectady Works. The USRA boiler with an 88 sqft grate area was supported by a fabricated framework riding on 69 inch drivers. It was equipped with a front-end throttle, three syphons in the firebox and a combustion chamber. Its total weight came to 434,000 pounds and its rated tractive effort was 69,000 pounds. During March and April, Lackawanna Nos. 1601 -1620 were constructed, the principal change was a one piece cast bed and cylinder assemblage, and a total weight of 418,000 pounds. Seventy inch driving wheels produced 72,000 pounds of tractive effort. Like the Rock Island engine, there were three syphons and no feedwater heater. Meanwhile, between March and July, Baldwin was assembling Denver & Rio Grande Western Nos. 1700 - 1713, which weighed 418,000 pounds and exerted a 64,000 pound tractive effort with 70 inch driving wheels. Their frames were fabricated, the firebox enclosed two syphons, and an Elesco feedwater heater was provided. Rock Island Nos. 5001 - 5024 emerged from Schenectady’s erecting shop between July and October.

By the end of the 1920 decade, the Great Northern needed a more powerful and faster locomotive for its passenger trains which had been pulled by 4-8-2s.

Baldwin provided 4-8-4 replacements, Nos. 2575 - 2588, during January through March of 1930. Baldwin took the USRA boiler and enlarged the grate area to 98 sqft and mounted it on a fabricated frame supported by 80 inch drivers, the first of such size on an 8 coupled engine. The locomotive weighed 420,000 pounds and had a rated tractive effort of 58,000 pounds. Distinctive features included outside bearing leading truck, compound air pumps mounted on the smokebox front, and a cylindrical tender carrying oil fuel. There were neither syphons nor feedwater heater installed but an exhaust steam injector was used.

ALCO completed the Rock Island’s fleet by turning out Nos. 5025 - 5064 in March, April and May. It also delivered a most unusual engine to the Timken Roller Bearing Company, which would allow railroads to test this pioneer application of roller bearings on a road service locomotive. The boiler was that used on CRI&P and DL&W 4-8-4s supported by fabricated frames and 73-inch drivers. Engine weight was 418,000 pounds and the nominal 64,000 pound rated tractive effort was actually about 70,000 pounds because there was no frictional loss in the engine and tender bearings. A trailing truck booster added another 13,000 pounds of tractive effort. The locomotive performed quite satisfactorily on fourteen railroads, and then was purchased by the Northern Pacific in 1933 where it remained in service until 1958.

By 1931, when the nation was sliding into a business depression, the Lehigh Valley decided that it needed 4-8-4s to compete with the Lackawanna for merchandise traffic and it ordered prototype engines from American and Baldwin. Differing slightly in boiler pressure and cylinder dimensions, the two designs embodied the best features of the DL&W 1600s and D&RGW 1700s, both having the USRA boiler and larger firebox with three syphons. Their enormous tenders held 30 tons of coal and 20,000 gallons of water, and the Bethlehem booster installed in their rear trucks augmented the locomotives 66,000 pound tractive effort by another 18,000 pounds. Evidently they must have been satisfactory because the LV ordered ten more from each builder in 1932. Not to be outdone, the Lackawanna added ten more 4-8-4s Impressed by the performance of engines 1629 and 1630,

LEFT: Norfolk & Western 4-8-2 No. 124 on local to Winston-Salem at Roanoke, Virginia. Photo by Phillip R. Hastings. Eastin-Phelan Collection #772-2.

from American in that same year. This group, numbered 1621- 1630, were provided with roller bearing leading trucks and the last two engines had roller bearings on all of their axles. The Timken locomotive had been operated on the DL&W in the spring of 1931 and these subsequently were the first 4-8-4s to incorporate roller bearings.

 which could exert a drawbar pull of 80,000 pounds, the Lackawanna and ALCO developed the design of a new 4-8-4 which was far ahead of contemporary locomotives. The USRA boiler with three syphons and 88 sqft grate area was retained and a Worthington feedwater heater was added in the smokebox. The 74 inch drivers had Boxpok centers, and a single guide crosshead replaced the two guide type. Air reservoirs were cast into the locomotive bed and two compound compressors were situated on the front frame extension. Timken roller bearings were installed on all of the engine axles, but not those of the tender. Although intended for fast freight trains between Buffalo and Binghamton, New York, these locomotives handled perishables eastward to Hoboken, New Jersey, returning westward on mainline passenger trains.

After the depression had run its course, the railroads wanted much larger motive power. Boiler diameters ranged from 92/102 to 98/108 inches, grate areas were 100 to 140 sqft, steam pressures were 250 to 310 psi and axle loads surpassed 80,000 pounds. When it was designed initially, the USRA boiler was capable of producing the steam for a 2500 horsepower engine. Fifteen years later when provided with Type E superheater, feedwater heater, firebox syphon, larger grate area and increased steam pressure it was able to produce steam for 4000 horsepower. Further increases could be attained only by enlarging the boiler and firebox; consequently development and construction ceased and the USRA designs would have been forgotten had it not been for World War II.

During that war, the War Production Board (WPB) controlled to some degree locomotive design, production and allocations. Southern Pacific 4-8-4s built by Lima went to the Western Pacific, Union Pacific 4-6+6-4s from ALCO were assigned to the Denver & Rio Grande Western, and the Missouri Pacific received 4-8-4s which had been designed originally by by Baldwin for the

D&RGW. The Pennsylvania’s Altoona shops constructed 2-10-4s from Lima/C&O plans. WPB control appeared to have been inoperative when the Delaware & Hudson, Lehigh Valley, and Chicago, Rock Island & Pacific ordered 4-8-4s from American in 1943. ALCO dusted off its plans for previous LV and CRI&P engines and adapted the USRA boiler shell for the D&H engines. Excepting track gauge, there was scant evidence of any standardization among the three designs. Virtually every significant item was different: driver diameter, valve gear, cylinder dimensions, grate area, steam pressure, firebox syphons, feedwater heater, superheater, axle bearings and booster. The D&H design was new but those of the Rock Island and Lehigh Valley were based on their own locomotives. Despite this great diversity in fundamental dimensions and design, the engine weight, tractive efforts and maximum horsepower were surprisingly close. In the author’s opinion, the Chesapeake & Ohio 4-8-4s

built by Lima in 1935 would have been a satisfactory compromise with respect to weight, horsepower and tractive effort. Everything else was of secondary importance. The demise of the USRA heavy 4-8-2 “family” commenced after World War II when diesel-electric motive power began to replace steam locomotives The first ones to disappear were not the oldest members but those of the next generation: DL&W 4-8-2s and the five passenger service 4-8-4s were retired in 1947. Within the following ten years all of this 300 member dynasty had perished excepting the Norfolk & Western 4-8-2s, the Canadian Pacific 4-8-4s and the Timken engine. The Timken locomotive, Northern Pacific 2626, was scrapped in 1958 but the two CP 4-8-4s were preserved for exhibits at Regina and Ottawa. The ultimate survivor, N&W No. 124 (of the 1919 order) and Nos. 152 - 137 (1923 order) existed until the end of 1959. When those remaining locomotives were scrapped, an

illustrious dynasty spanning forty years had become extinct.

Bibliography

American Locomotive Company Construction Record.
Baldwin Locomotive Works Construction Record.
Drury, George H. Guide to North American Steam Locomotives. Milwaukee: Kalmbach Publishing Co., 1993.
Edson, William D. “The USRA Locomotives” Railway and Locomotive Historical Society Bulletin 93 (October 1955).
Farrell, J. W. & Pearsall, Mike, The Mountains. Pacific Fast Mail, 1976.
Farrell, J. W. & Pearsall, Mike, The Northerns. Pacific Past Mail, 1975.
Prince, Richard E. Norfolk & Western Railway. Richard E. Prince, 1980.
Locomotive Cyclopedia. Simmons-Boardman Publishing, 1922 - 1947.

TRADING POST

Submissions should be made to the Newsletter editor to arrive by June 15,2003, for inclusion in the next issue. All items subject to available space and editorial decisions as to content. Logos and photographs are limited to 7/8 inches high if space permits. New Trading Post items are posted on our WebSite. <http://www.RLHS.ORG>

NEW BOOK - The Shepaug Railroad 1872 - 1948. The complete history of Connecticut’s Shepaug Valley Railroad that ran from Bethel to Litchfield for over 75 years. Contains many photos never published before. $18.95 postpaid. Fletcher E. Cooper, 13 Maple St., Litchfield CT 06759-3101.

SEEKING - New York, Susquehanna & Western Railroad Trustee minute books complied during the trusteeships of Walter Kidde and Henry K. Norton (1937-1953). These may be bound in maroon hard covers with black rectangles on cover and spine indicating dates in which the enclosed information was compiled. I’m interested in locating archival or library holdings or possible purchase if privately owned. Robert E. Mohowski, 1601 Crystal Lake Ter, Franklin Lakes NJ 07417-1312. (201) 337-5791

RIDE - Private Varnish to NRHS/R&LHS Star-Spangled Rails from Chicago using Cardinal route with connection from Dearborn, MI. Includes vista dome, two sleepers (serve as your hotel during convention), diner (with several meals) and round-end observation. Powhatan Rail Services, PO Box 2345, Dearborn MI 48123-2345, (248) 435-2858, 9AM - 5PM CT weekdays.
 <franktrainman@yahoo.com> <www.americanrail.com>

WANTED - Steam, Diesel, and Electric builder's and number plates for my collection. Still looking for any early builder's to include a Rhode Island without the cast-in construction number, Taunton, Mason. Erie K-5 4-6-2, any DL&W steam plates, early diesel plates to

include F-M Trainmasters, ALCO DL-109 & PA, andBaldwin Cab and Transfer units. Will purchase outright or have some plates to trade. Ron Muldowney, 52 Dunkard Church Rd., Stockton, N.J. 08559-1405, (609) 397-0293.
<steamfan@crusoe.net>

SELLING - Russian Rail Transport, 1836-1917, colorful history of Russian railways beginning in 1836 until the Bolsheviks took power during WW1. $32.00 USA, $36.00 foreign. Also available is the 118-page biography, Franz Anton von Gerstner, Pioneer Railway Builder, by Mikhail and Margarita Voronin. $28.00 USA, $32.50 foreign. Checks payable to Languages of Montour. John C. Decker, 112 Ardmoor Avenue, Danville PA 17821. <JDecker@Uplink.net>

WANTED - RR related seals and labels (no baggage stickers) - older/unusual a plus - I use these on my mail so I’m not looking for collector’s items. Give details. All answered. John Maye, 1320 W. Lincoln Highway G13, Schererville IN 46375-1559.

WANTED - Old (pre-1930) tickets, passes and cash fare receipts from railroads, trolleys, horse railroads, ferries, bridges, turnpikes,etc. US only. Dan Benice, PO Box 5708,Cary NC 27512. (919) 468-5510.

New RR Books

Press releases for new railroad oriented books appear here. They are not paid advertisements and carry no endorsement by the R&LHS. All items subject to available space and editorial decisions as to content. Photographs are limited to 7/8 inches high.

Metropolitan Railways: Rapid Transit in America by William D. Middleton is a large-scale, extensively illustrated volume that deals with the growth and

development of urban rail transit systems in North America. It traces the history of rail transit technology from such impractical early schemes as a proposed steam-powered “arcade railway” under New York’s Broadway through today’s sophisticated systems. 256 pages, 2 maps, bibl., append., index, 5 x 8 Cloth, $59.95. Indiana University Press, 601 N Morton Street, Bloomington IN 47404-3797. (812) 855-8817 <iupress.indiana.edu>

The Milwaukee Road 1928 - 1985 by Jim Scribbins features 10 chapters on this transcontinental granger railroad that faced several transportation rivals, five mountain ranges, designed the first North American Hudson and turned out the Hiawatha fleet. 312 pages, 8½ x 11, hardbound. $58.95 + $5.00 s/h. Heimberger House Publishing Company, 7236 West Madison Street, Forest Park IL 60130.

Santa Fe - The Chief Way by Robert Strein, John Vaughan and C. Fenton Richards, Jr. Historic photographs and illustrations reminds us how wonderful train travel used to be. They're all here, the Super Chief, the Chief, El Capitan, and the San Francisco Chief. Second printing. 132 pages, 10 x 10¼, 131 color plates, 28 b&w photos, 14 duotones, softcover: $24.95, hardcover: $39.95. New Mexico Magazine, 495 Old Santa Fe Trail, Santa Fe, NM 87501.

Railroads of Pennsylvania - Fragments of the Past in the Keystone Landscape by Lorett Treese tells the stories of the individuals and events that shaped railroad history, and locates the state's rail culture relics. "Lorett Treese has energetically gathered a wide sampling of history and culture, giving an entertaining glimpse into railroading's past and present." — Dan Cupper. 288 pages, 6 x 9, illustrated, softcover. $18.95. Stackpole Books, 5067 Ritter Road, Mechanicsburg PA 17055.

To: R&LHS Awards Panel

For the 2003 David P. Morgan Article Award

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For the 2003 George and Constance Hilton Book Award

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