The Texas Western ST A R FebruaryOctober 20122010 w w w . t e x a s w e s t e r n m r c . o r g arch 2010

William’s From the CDO.... Family Take Tour of

The I am enjoyingTexas the Westerncooler weather and Model I’ll bet you are Railroad too. With school back in session and some of summer’s chores like mowing the lawn and watering slowing down, it is time to get down to serious fall modeling. I NEXT month Member have enjoyed the kit building clinics as much as the members attending Profiles Return on pages ...... 4-5 seemed to; it was nice to sit and build with others doing the same things. Guess that was the attraction of quilting circles back in the day. Kibitz.

In This Issue We are now in the home stretch for getting the club ready for Open From the CDO...... 1 House in November. We need all members to come in and help with the final preparations, planning, and maintenance of the layout. For the most The Train Schedule...... 6 part we are in good shape for running and as I type we are doing an operat- Birthdays...... 10 ing session this afternoon. Those that want to run trains this year should visit with me for scheduling; we will be alternating this to be fair for everyone and let some show off their trains also. Be sure you have com- pletely tested your consist and eliminated any reoccurring issues. Trains that break down during open house will be put into a siding as getting to problems isn’t easy when we are full of visitors.

I will be bringing posters to the club for distribution to hobby shops in the area. If you know you are going to be making a trip to a hobby shop, please get with me for a poster.

Have a Suggestion Darrell Cowles Or a Story Idea? Contact: stareditor@

twmrc.org TWMRC October Business Meeting is scheduled for Thursday, October 4th, at 7:30 pm

2 October 2012 The STAR

From the President’s Car: The STAR is published by The

H The photo’s are in and here is a preview of our Texas Western 2013 Calendar! Texas Western Model Railroad Club & The Texas Western Railroad Association,

A 501c Non-Profit Organization. Visit our web site: www. texaswesternmrc.org

Executive Board

Fred Tucker President

Glen Buie Chief Operations Officer Darrell Cowles Chief Development Officer Connie Stiles The rest of the calendar will be revealed in November when the calendars go Chief Financial Officer on sale at our Annual November Saturday Open Houses! David Kranda - Chief Administrative Officer Fred Tucker President, TWMRC [email protected] 3 October 2012 The STAR

Photo’sNominationsTexas Western from Amarillo for Railroad2011 Board Club & of Area Directors: by Chris Galvin Monday Run Night ( continued from page 1 ...... )

“COME OUT & RUN WITH US”.

4 October 2012 The STAR

At first, Baldwin contented himself with merely pro- The History of ducing stationary engines for industrial applications. North American Steam However, when news of the great successes in railways in England began to reach his ears, he saw even greater Part 4: Matthias Baldwin potential in constructing steam locomotives for the blossoming rail business. Thus, using designs inspired & His Works by the engines of the Rainhill Trials, he constructed a By Tripper Stiles reduced-scale model locomotive and demonstrated it at the Museum. Much as was John Stevens’ locomotive, Baldwin’s was used to give rides to curi- ous onlookers, garnering much interest both in steam railroading and in Baldwin’s handiwork. Hello guys, You know the drill; less filler, more substance. Let us dive straight in to the next chapter of the chronicle of North American steam.

As the account of the John Bull served to make clear, the needs of the railroads of America were vastly dif- ferent from those in the Old World. Hastily-laid trackage, unfenced right-of-ways, and wide stretches of wilder- ness between towns each served to shape the American locomotive into a more utilitarian, rough-and-tumble form than its European brethren. As such, by 1832 it was As a result of this exposition, Baldwin was approached readily apparent that it would be far more pragmatic by investors from the Newcastle and Frenchtown, a pre- and economical for locomotives to be built indigenously decessor of what would one day be the to American specifications, rather than being built in Railroad, and was asked to assemble for them a loco- Britain, shipped across the Atlantic, and modified to suit motive they had purchased from Britain. He did so un- local requirements. Thus, locomotive builders began eventfully, taking advantage of the experience to bolster springing up all across the industrialized East Coast, his knowledge of construction. This with each having various degrees of success or failure; would be fortuitous, as it was not long before another soon enough however, the efforts of each of these other group approached him, asking him to build for them a fledgling shops would be eclipsed by the efforts of one locomotive, this time from scratch. At this point, Bald- Matthias Baldwin. win was still not entirely certain of his ability to fulfill their request; constructing a demonstration engine The journey that this man took to eventually being and assembling someone else’s design is one thing, but head of the premier locomotive works in the United designing, building, and testing a fully-fledged service States began in 1825, when he and a machinist partner locomotive is an entirely different matter. So, being a opened a machine shop in Philadelphia, intending to resourceful businessman, Baldwin took a journey down build bookbinders’ tools and printing rollers. The pro- to to the Camden and Amboy Railroad, which cess of making these tools and rollers required steam was in the process of assembling a locomotive it had power, as it was with almost any manufacturing during just uncrated from England: the John Bull. Baldwin took the Industrial Revolution, and thus Baldwin set out to notes and measurements, studied the mechanical sys- design and build for himself a stationary engine to tems and linkages, and then set out to finally construct power the machinery of the shop. Upon being put into a legitimate railroad locomotive of his own. use, his engine turned out to be extremely efficient and Upon returning to Philadelphia he immediately began well-made; perhaps too much so, because it was not to work, and by November 23, 1832, his locomotive was long before he was receiving orders from fellow shop ready for testing. Christened Old Ironsides for its iron owners for copies of their own. From this unexpected construction and as homage to the USS Constitution, the success, Baldwin immediately saw the potential in engine performed admirably upon setting out from tapping this market, and converted his business into a Philadelphia, despite a few mechanical shortcomings steam works. which were soon remedied,

( Continued on Page 5 ..... ) 5 October 2012 The STAR

( Continued from Page 4...... ) shops building nothing but the type until 1842, in ever-refined and improved forms. This marked and was placed in regular service immediately one of the first instances of a builder standardiz- afterwards. This great success for Baldwin’s design ing their designs, resulting in efficiency in pro- soon opened the floodgates, and orders began com- duction through homogenizing the building pro- ing in from railways across the country. cess, and giving Baldwin a reputation for depend-

ability and reliability. By 1837, Baldwin’s shops were churning out 40 However, even while Baldwin built up his fame engines a year, and his designs had matured to a as a consistent builder with his 4-2-0s, his experi- degree of reliability and efficiency which few other ments into the cutting edge of locomotive design builders could match. However, despite the superi- also gave him repute as an innovator and foward ority of his locomotives, events soon turned against thinker. Of these original ideas of his, which rang- his favor, and the fledgling Baldwin Locomotive ed from simple refinements to fundamental re- Works was placed into a fight for survival. thinkings of locomotive design, none were more

radical than Baldwin’s flexible beam truck en- When the Panic of 1837 struck, Baldwin found him- gines. Devised as a method by which the tractive self facing the same bleak economic situation as force of a locomotive could be maximized, Bald- the rest of the country; inflation was rampant, banks win’s idea consisted of taking one of his standard were failing, and business were shuttering their op- 4-2-0’s, removing the front wheels, and replacing erations left and right. By 1840, annual locomotive them with two extra pairs of drive wheels placed sales for the company were down to just 9, and in a flexible ‘beam truck’ arrangement, allowing Baldwin was forced to take on two partners to keep them to turn around curves. This 0-6-0 layout his business afloat. A similar situation arose twenty proved vastly more powerful than the original years later with the Panic of 1857, which cut busi- 4-2-0, and soon it became a standard heavy freight ness from 66 locomotives in 1857 to just 33 in 1858. design for numerous railroads. A few years later Both times, however, Baldwin proved that he pos- in 1846, Baldwin again expanded the design, add- sessed a business sense to match his engineer- ing a fourth pair of drivers under the , creating ing prowess, and the company made it through a monstrous (for the day) 0-8-0. Both of these en- unscathed. gine patterns foreshadowed the drag freight craze

of the turn of the century, being built for sheer His ability to weather these two periods of eco- hauling capacity and little else; however, they nomic stagnation arose in part from his inventive were ahead of their time in many ways, and the ideas in worker compensation and motivation. In maintenance issues caused by the flexible link- http://mail.aol.com/36478-111/aol-6/en-us/mail/get-attachment.aspx?uid=30065180&folder=NewMail&partId=3 the early 1850s, as the national demand for locomo- age for the beam truck meant that the type largely tives was increasing exponentially, Baldwin devis- fell out of use by 1866 in favor of faster and sim- ed a piece-rate wage system, wherein each worker pler designs. was paid by the amount of parts he completed rat-

her than on an hourly basis. The effect of this man- agement decision was profound; factory productiv- ity increased markedly, as did worker motivation. This sort of shrewd managing became a hallmark of Baldwin’s operations, allowing his shops to ac- hieve maximum efficiency and competitiveness over his rival builders. Of course, his advancements in locomotive design over this period were every bit as pioneering as his business practices. Following the success of Old Ironsides, Baldwin decided to simply improve upon the basic design, refining it as he went along. Among the first improvements was the addition of a second leading axle to compen- sate for the workmanship - or lack thereof - of the American railroads of the time. This resulted in a 4-2-0 design which would become Baldwin’s trade ( Matthias Baldwin ) mark locomotive for the next decade, with the ( Article Continued on page 9 .....) 6 October 2012 The STAR THE TRAIN SCHEDULE Upcoming Meetings, Events, Shows & Clinics OCTOBER 2012 4th - Texas Western MRC 27th - Happy Birthday Regular Club Business Meet- Hutch Hinton ing: Thursday, 6807A Anglin Dr, Ft.Worth. 7:30 - 9 PM ( Above: The Madam Queen... ) 29th - Open Run & Work Night: Monday, 6 p - 9 p 6TH- Visitors Open House/ Open Run Night, Saturday, NOVEMBER 2012 7:30 PM - 10 PM

8th - Open Run & Work Night: 1ST: - Texas Western MRC Monday, 6 p - 9 p Regular Club Business Meet- ing: Thursday, 6807A Anglin Dr, 8TH- Happy Birthday Ft. Worth, 7:30 - 9 PM Paul York 3RD- SPECIAL EVENT: 1ST 11th - Work Night Only: SATURDAY OPEN HOUSE, Thursday, 7:30 p - 10 p. NATIONAL MODEL RAILROAD MONTH, 2 PM - 8 PM, EVERY 15th - Open Run & Work Night: ONE’S PARTICIPATION RE- Monday, 6 p - 9 p. QUESTED. ( Firebox blocks from Madam Queen ) 15th- Happy Birthday John Skiba

18th- Third Thursday AP Work- shop, 7:30 PM - 10 PM

19th- Happy Birthday Mike Galligan

20th - TBA, Saturday, 7 P - 10 P

22nd - Open Run & Work Night: Monday, 6 p - 9 p. )

25th - Work Night - Prep for November Open Houses, 7 P - 10 P.

( The Madam Queen in Amarillo, TX )

7 October 2012 The STAR

The CDO’s R.P.O.

Did you attend the Craftsman Structure building clinic this past month? We had a great time, watched a couple of videos, learned some interesting tech- niques for building and weathering our structures, ( Above: The Madam Queen... ) and worked on our kits. We will be doing this again and I hope you will bring a wood structure kit and join us. Air conditioning! We are so lucky that we have not had the number of 100 degree days this year that we had last year. We (the BOD types and club help- Don’t forget we have Open House approaching very ers Leo and John) are gathering information and also rapidly and the layout is NOT presentable by any stretch finding out if we actually have the power available so of the imagination. One of my favorite quotes from an we CAN add a new unit. Thanks to John Callesen and old toothpaste television ad was: Fred Tucker for getting the old unit a new fan, and for kick starting it so we can make it through the rest of “YOU NEVER HAVE A SECOND CHANCE TO this summer. We currently have two bids for adding MAKE A FIRST IMPRESSION” the A/C we need, and will be looking for a third bid as well to satisfy our requirement in the By Laws. This I have invited representatives from the BNSF and UP will completely drain our account so we will need to to attend our Open House this year and set up a table give it a great deal of consideration before we make handing out literature on their railroads. I would be a final commitment. As summer is nearing the end, very disappointed if they were to show up this next I am thinking that we work through the fall with what Saturday for a pre-tour and see what the club looks like right now. WE, (and yes I have a mess under the sawmill ( Firebox blocks from Madam Queen ) we have, get the third bid, and then look again about January at this issue. area) have to get under the layout and pull out any- thing that is not being immediately used or needed for a project. There are pieces of Homasote, wire, plaster, empty boxes, and just plain trash all under our beautiful railroad and they are coming out. Then we will clean the floors, try to get the stains either removed or cov- ered so we can present the club in a professional man- ner. For those that know me, you know this is your only notice to pick up your junk before I do. If you have a train box under the layout for storing your trains, that Don Hays and Joe Batson have been uncovering the is fine and will be okay as long as it is stored neatly mystery of the welded locomotives in Houston. and out of the way. We have a dump truck of scenery Seem’s there is a booster that has been attached to materials that need to be sorted, organized, and placed another booster by mistake which gives us some- in the storage building out of the way. Please make a ) thing like 18 Amps of welding power when a locomo- concerted effort to look under the layout where you tive strays into a short. And I just paid good money have been working and remove any excess, organize for a new arc welding circuit for the railroad when we what you need in boxes or crates, and throw away the already had a dandy! Anyway Don and Joe are work- trash in the next week or two. Happy cleaning! ing on separating blocks, sorting buss lines, PM42’s, XYZ-86’s, and some other number and letter thingies

so we don’t burn up any more of Corley’s locomotives Darrell Cowles ( The Madam Queen in Amarillo, TX ) ( he is getting kind of touchy about it recently ).

8 October 2012 The STAR Texas Passenger Trains of 1945-1959 The Louisiana Eagle & Louisiana Daylight train consists by James French

The Louisiana Eagle and Louisiana Daylight were inaugurated on September 1948 between New Orleans and Fort Worth on the Texas and Pacific Railroad. These were not long trains often running with only one E unit, an F7 AB set, or a blue and gray painted 4-6-2.

The Louisiana Eagle and Daylight were considered secondary trains and often had three or four head end cars, a couple coaches, and a lounge or sleeper for the tail end. Dining cars were often omitted and meals were served at the Marshall and Alexandria station. Eleven 4-6-2’s were rebuilt with steel , box-pok drivers, lightweight rods and multiple bearing cross- heads, and five 4-8-2’s were painted in blue and grey Eagle colors to free up diesels on secondary routes for long haul route usage. The T&P was always power short and all kinds of Missouri Pacific motive power could be seen borrowed, including PA’s on the Louisi- ana trains. The trains ran in various forms until 1968 when mail contracts were being lost and passenger service discontinued. ( ( Top: E7 with heavyweight RPO, Above: tailcar The Louisiana Eagle as modeled on the TWMRC can have an E-8, a F7 AB or the 4-6-2 for motive power, two postal boxcars two heavyweight baggage, two coach- es, a lounge and one sleeper. Above: Louisiana Eagle, Below: The La. Daylight

The Louisiana Eagle & The Louisiana Daylight by James French

9 October 2012 The STAR

History of N. American Steam Part 4: Continues......

Before that time, though, Baldwin and his works faced an- other steep obstacle which threatened to ruin them: the Civil War. At the time when the first shots were fired at Fort Sumter on April 12, 1861, nearly 80% of Baldwin’s business came from the (Jerry & James talking trains? ) booming railroads of the South. As such, once war broke out and

soldiers began to fall, so did Baldwin’s business, and drastically so. However, once the gears of the Northern war machine reach- ed full speed in 1862, Baldwin was inundated by orders for new locomotives to work the vital supply routes which the railroads had become. Working from the safety of Philadelphia, hundreds of miles from the front lines, Baldwin churned out hundreds of locomotives during the war years, with more than 100 going to the alone. By the time Lee surrendered at Appomattox in April of 1865, Baldwin’s sales figures had recov- ered to their pre-war levels, and, unlike so much of the rest of the country, the company escaped the war unsullied. Perhaps it was partly due to the stresses placed upon him by the war years, but whatever the case may have been, by 1866 Baldwin was in failing health. After 35 years of effort, experi- ( HAPPY BIRTHDAY Mike!!!! ) mentation, and innovation at his esteemed locomotive works, and after having built over 1,500 locomotives for railroads across the nation and around the globe, Matthias Baldwin pass- ed away peacefully on September 7, 1866. As he took his last breaths, the diminutive shop engine which he had built so long ago - which had set him on this life journey of railroading and steam - continued to faithfully turn, as did the company which he had shaped into the nation’s most prestigious locomotive builder. Indeed, be it engines or companies, Baldwin built things to last.

However, this article cannot last forever. So, I bid you all fare- well for now, and hopefully we will resume next month; that is, if my schoolwork allows. Keep your fingers crossed. ‘Till then, keep the fire burning and the wheels turning. ( Is That Really our Newest Member Pat again? ) Tripper Stiles

10 October 2012 The STAR

HAPPY BIRTHDAY - OCTOBER 2012

Paul York 10/8 John Skiba 10/15 Mike Galligan 10/19 Hutch Hinton 10/27 Clean UP Crew OCTOBER 2012

FRED Tucker Kathy Tucker John Skiba Hutch Hinton

THE TEXAS WESTERN STAR

Texas Western Railroad Association P.O. Box 1303, Kennedale, TX 76060 www.twmrc.org