Newsletter Vol. 24, No. 2 Spring 2004 Editor / Publisher: Clifford J. Vander Yacht 2363 Lourdes Drive West Jacksonville FL 32210-3410
Newsletter Online: www.rrhistorical-2.com/rlhs/rlhsnews/rlhsnews.htm
Assistant Editors Vernon J. Glover 704 Renaissance Loop, SE Rio Rancho NM 87124 James A. Smith Editorial Advisors Bruce Heard John Gruber Annual Meeting Official Notice
The Annual Meeting of the Railway & Locomotive Historical Society, Inc. will be held on the morning of June 13, 2004, from 9:00 AM to 11:00 AM at the Marriott Hotel, 247 24th St, Ogden, Utah. A slate of Direc- tors will be presented for approval by R&LHS members in attendance. A full breakfast will be available at the beginning of the Annual Meeting at a charge of $15.00 per person, payable in advance or at the door. This year, the R&LHS Annual Meeting is being held at the Marriott Hotel in downtown Ogden, Utah, with trips to Promontory Summit for a private reenactment of the Golden Spike Ceremony, to Heber Valley RR and to other historical locations in the area. ^
Membership Matters Membership applications, change of address and other membership status inquir- ies should be sent to R&LHS - Membership, William H. Lugg, Jr., PO Box 292927, Sacramento CA 95829-2927. Research Inquiries, back issues, rosters, etc. Source materials printed, manuscript and graphic are included in the Society’s Ar- chives. Inquiries concerning these materials should be addressed to R&LHS Archives Services, PO Box 600544, Jacksonville, Florida 32260-0544. To help expedite our re- sponse, please indicate a daytime telephone number where you can normally be reached.
Full membership services listing will again appear in the next issue.
Copyright © 2004 by The Railway & Locomotive Historical Society, Inc. Printed by Raintree Graphics of Jacksonville, Florida
2 / R&LHS Newsletter 24-2 COVER PHOTO: AMC designed Newsletter Pere Marquette Berkshire #1215, leads two PM stock cars, on a Notes westbound freight out of Oak Yard, Detroit, heading for Grand Rapids. Welcome to the new size which In the foreground are dwarf signals will now fit between your copies of and electrically operated derails. RRH. This size permits increased Photo by Robert A. Hadley, ca. 1946. area and better paper for the same Clifford J. Vander Yacht collection. Note: The platform, seventeen cost due to the economy of signa- inches above the pilot beam, was a ture (8 or 16 pages at once) print- “signature” of designer Trumbull. It ing. The text is still the same size appears on the Erie, NKP and PM 2- for easy reading. Most illustrations 8-4s, on the C&O T-1s and on the are the same size although some are first order of C&O 4-8-4s (class J- 3). By having it, Trumbull was rotated, or slightly reduced in size conforming to the 1915 ARA rule (6 instead of 7¼ inches in width). stating “Locomotives having It also allows more space for ar- headlights which cannot be safely ticles, either in length or in quan- and conveniently reached from the tity. Now there’s a hint if I ever saw pilot beam … shall be equipped with … steps suitable for getting to and one! Need end notes, tables, bibli- from such headlights.” Also note ography? No problem. Go for it! the substantial step near the lower The late John F. Humiston sent smokebox hinge (and on the other me the article on closed loops with side) for access to the classification the last update on March 20, 2003. lights. As he did not get a chance to proof- read my editing, I hope that this is the way he wanted it. A well de- Unlimited Tours, and maybe some served tribute to the man. tickets to the Northern Nevada rail- The R&LHS Awards presenta- road at Ely. Both shuttle transpor- tions will probably be in Kansas tation companies listed in the con- City, Missouri, during the Lexing- vention announcement also pick up ton Group convention September at the Amtrak terminal as well as the 29 through October 2, 2004. More airport. In addition there is another info later. Forms for the Awards are shuttle service: Utah Shuttle Ser- in this issue. vices
R&LHS Newsletter 24-2 / 3 A. G. Trumbull: Locomotive Designer by Eugene L. Huddleston
“An institution is the lengthened shadow of one man.” — Ralph Waldo Emerson, 1841
EMERSON’S ESSAY on self-reliance might seem out of date in the twenty-first century, for many admirers of steam locomotives today look at these skillfully crafted machines quite unaware of their designers as individuals. This is to be expected because most steam locomotive de- signs in twentieth century America were either borrowed or originated by difficult-to-identify engineers representing both railroad company and locomotive manufacturer. But self-reliant individuals are rightfully associated with some outstanding designs, such as Paul W. Kiefer of Alonzo. G. Trumbull the New York Central, Otto Jabelmann of the upon retirement in 1947. Union Pacific, William F. Kiesel of the Penn- sylvania, John Pilcher of the Norfolk & Western, and Will Woodard of the Lima Locomotive Works. The stories of these American designers, known and unknown, deserve telling more than they have, especially those designers working under the mysterious rubric of the “Advisory Mechani- cal Committee” (AMC). The AMC was formed in the late 1920s for the four major roads under control of the Van Sweringen brothers of Cleveland in order to standard- ize and rationalize the mechanical procedures and designs of the four roads, which otherwise operated independently of each other. Even though in 1947 the Pere Marquette (PM) had just been merged into Chesapeake & Ohio (C&O), the Nickel Plate (NKP) had gone its own way the same year and the Erie had become bankrupt in 1938, documents show the AMC lasting into 1949. The AMC was far from being just a pipe smoking bunch of distinguished but nondescript senior engineers. Investigation discloses it left a “paper trail” which traced down today reveals a struc- ture requiring a formal chain of command and an extensive body of em- ployees to assure smooth flow of data. And what a collection of data it was! The “Standard Maintenance Equipment Instructions” (known as
4 / R&LHS Newsletter 24-2 SMEI’S) showed that the “Com- Trumbull, chief mechanical engi- mittee,” between projects, was busy neer of the committee from its for- turning out detailed descriptions mation to 1947. But one would covering every aspect of car and lo- never know this from reading most comotive upkeep, construction, and accounts of the histories of the lo- operation. What is more, the AMC’s comotives turned out under the aus- collection of drawings and printed pices of the AMC. Either the ac- matter shows that the committee counts fail to mention the AMC, had practically complete control thereby assuming the road’s own over construction of rolling stock mechanical department was in and locomotives for C&O, Erie, charge of the design, or since its NYC&STL (NKP), and PM (in the chief designs were in the Super order presented on AMC plans and Power category — and built by documents). Lima Locomotive Works — that the Among the most notable of the Super Power originator at Lima Lo- locomotive designs were 40 Texas comotive Works, Will Woodard, was and 60 Allegheny type locomotives responsible. Or, some accounts, for C&O, plus 80 Berkshires (2-8- genuinely trying to give the AMC 4) for the Nickel Plate, built by Alco its due, look to William G. Black be- and Lima, that were copied so of- cause of releases from C&O’s pub- ten and so successfully that in the licity department that put him in the words of English locomotive histo- forefront. rian Philip Atkins, the Van Swerin- Alonzo G. Trumbull had the gen Berkshires came nearest to “a education and experience to stand modern U. S. standard steam loco- out from other men on the Commit- motive design, although individual tee, whether college trained or self- batches varied considerably in de- educated. He was also the only tail.”1 Yet most historical accounts member of the committee having of locomotive development either the continuity of tenure to partici- fail to mention the committee or pate in the designs of all the Super mention it without identifying its Power locomotives that have the members. Because so little is known stamp of the AMC on them. Born about the Advisory Mechanical in Hornell, New York, he attended Committee, the question naturally Cornell University, where he was a arises as to the identity of the self- member of Sigma Chi fraternity reliant individual on that commit- and where he met his future wife. tee most responsible for its great de- He obtained his degree in mechani- sign achievements. cal engineering in 1899 and entered That person is Alonzo G. railroad service on the Erie.2 Cornell
R&LHS Newsletter 24-2 / 5 must have had a fine engineering nying completion of Lima’s largest program, for getting their degrees locomotive and one that proved in there in the same general period 1943 to have produced the highest were Ralph Johnson, future chief horsepower in the field of any steam engineer at Baldwin Locomotive locomotive. The reason probably is Works and author of The Steam Lo- that Trumbull was uncomfortably comotive (1944), and William G. aware of the weight problem that Woodard, designer of the first Su- had developed with the first ten 2- per Power steam locomotive as well 6-6-6s under construction. Cer- as innovative inventor. In 1903 tainly he was present for group pic- Trumbull was promoted to Me- tures on completion of the second chanical Engineer and in 1905 be- order of Pere Marquette Berkshires came assistant mechanical superin- earlier in 1941. One must assume tendent at the Meadville, Pennsyl- Trumbull had no part in the weight vania, shops. From there, beginning deception practiced by his boss D. in 1907, he worked his way up in S. Ellis, for C&O’s assistant general the motive power department to attorney of law left Trumbull’s general mechanical superintendent. name out of his lengthy official ac- In 1922 he was named chief me- count of the scheme to falsify the chanical engineer, headquartered in weights at the Lima plant.5 New York. He kept the same title, Fortifying the contention that when early in 1929 he moved to Trumbull was the man behind the Cleveland to serve on the AMC superior designs of the AMC re- until 1947, when he retired.3 Rail- quires clarifying the roles of two way Mechanical Engineer for De- men on the Committee who might cember, 1929, documents be construed as Trumbull’s “boss.” Trumbull’s author- One is of course ity: “Mr. Trumbull Daniel Ellis. For the will have supervision years 1932 to 1943, over the mechanical Ellis’s signature ap- engineering forces pears on AMC docu- for the advisory me- ment approval pages chanical committee, right below Trum- with headquarters at bull’s. “Chief Me- Cleveland, Ohio.”4 chanical Officer” One might won- would seem to be an der why Trumbull administrative post, did not participate in and Ellis’s role in the fanfare accompa- D. S. Ellis overseeing construc-
6 / R&LHS Newsletter 24-2 tion of the first 2-6-6-6s (as pre- dustry was predicated more on his sented in The Allegheny, Lima’s Fin- function as an “efficiency expert” est) bears that out. Ellis was a self- than on being a creative engineer. made industrial executive, and of- The same guess holds true for ten gave papers at national engineer- the only other man to hold a posi- ing conventions. Ellis graduated tion superior to Trumbull’s. Will- from high school in Warwick, New iam G. Black apparently held firmly York. After a stint as to the coattails of the clerk on the Lehigh famed “Doctor of and Hudson River, he Sick Railroads,” John moved on to the New J. Bernet, for he went York Central as clerk with him to the Erie in the office of audi- when Bernet (who tor of freight ac- had been President of counts. Later he be- the NKP since 1916) came a machinist, assumed its Presi- then “assistant engi- dency January 1, neer of motive 1927. Black is impor- power” for NYC. In tant enough to the 1929 he was named William G. Black story of the AMC de- sales manager of the Railroad Divi- signers to require quoting back- sion of Worthington Pump and Ma- ground on him (from Railway Me- chinery Co. According to his entry chanical Engineer) prior to Bernet’s in Who’s Who in Railroading, in 1932 naming him “mechanical assistant he became “engineer of motive to the president” on assuming the power” (standard title for entry into Erie’s Presidency: “His early edu- AMC upper ranks) for AMC, and cation was received in the grammar in 1936 (by his own account) “me- schools and supplemented with a chanical assistant to vice-president, business education at Metropolitan C&O, NKP, and PM. (Since the Business College, Chicago. In 1893 Chief Mechanical Officer reported Mr. Black entered the service of the to a vice-president, he could pre- Nickel Plate and served a machinist sumably honestly use this title.) On apprenticeship at its Stony Island April 30, 1943, Ellis left C&O (and shops, Chicago. After completing AMC) and became Vice-President his apprenticeship he entered Manufacturing for Lima Locomo- Armour Institute, Chicago, in 1897 tive Works, keeping his Cleveland for the purpose of taking a post address.6 One can guess that Ellis’s graduate mechanical course. … On rise in locomotive manufacturing in- February 10, 1893, Mr. Black
R&LHS Newsletter 24-2 / 7 reentered the service of the Nickel ity, higher speeds, and greater pull- Plate as a machinist and was pro- ing power.”8 This makes NKP’s im- moted to machine shop foreman provements in motive power in the July 1, 1903.” In the next twenty 1920s more progressive than they years Black rose to be superinten- really were. When in 1923 Black be- dent of motive power for the Nickel came head of NKP power, the road Plate.7 had already started buying copies of We know nothing objectively of the USRA light Mikado, which it Black’s career from had received as origi- his going to the Erie nals in 1918. Accord- with Bernet to his ing to George Drury, death. We do know NKP bought 61 cop- something, but it is ies between 1920 and strongly colored by 1924. “The first five,” the “spin” given it by he added, “ carried a well known Van minor improvements Sweringen lines pub- in the boiler and fire- licist. Black died in box, plus cast trailing 1936 at age 59, fol- John J. Bernet trucks.” The biggest lowing a two-month improvements were illness. Writing a full page obituary on engines 616-671: booster engines in the C&O employees’ magazine on the trailing axle.9 These achieve- The Rail was L. C. Probert, brilliant ments in motive power hardly jus- public relations man (with title of a tify Probert’s claims, either about C&O Vice-President) who origi- Black’s tenure as head of Nickel nated the “Chessie Cat” logo and Plate power, or his time on the Erie, the slogan “Sleep like a kitten.” or on the AMC, where he suppos- Probert put the best light possible edly “worked wonders on motive on Black’s career, perhaps as a kind- power and equipment,” according ness to Black’s son and widow. For to Probert. example, Probert wrote: “Black first The main reasons for ruling out came to the notice of the late John Black as designer of AMC motive J. Bernet, when the latter, as presi- power is his being “kicked upstairs” dent of the Nickel Plate Road, en- to vice-president of C&O, NKP, and gaged in its rehabilitation, wanted PM following his appointment to some locomotives designed. The the AMC, the absence of his name two men saw eye to eye for higher on approval forms issued by the steam pressures, greater boiler ca- AMC, and the Erie influence in the pacity, greater coal and water capac- styling of the locomotives designed
8 / R&LHS Newsletter 24-2 by the AMC during the 1930s — interesting presence of Erie design from the C&O T-1 through the details (and Erie class designations) NKP and PM 2-8-4s, and first or- in the first two jobs for the AMC der of C&O 4-8-4s. When Black — the C&O 2-10-4 of 1930 and the went to the Erie with Burnet early NKP 2-8-4 of 1934 — we can see in 1927, his title was “mechanical the hand of Trumbull, not Black. assistant” to Burnet. When Black The Erie had been good to went with Burnet to Cleveland in Trumbull. Regardless of his new May, 1929, he kept the same title, salary as CME of the AMC, it must with Burnet assuming Presidency have been hard to take up roots and of the C&O, NKP, and PM, a posi- move to Cleveland. If Black had al- tion he held until his death in 1936. legiance, it must have been to the The next change in Black’s status, NKP, where he had risen from ma- as reported in Railway Mechanical chinist apprentice to superintendent Engineer was in November of 1931 of motive power. It is only specula- with his appointment as “assistant tion, but there could have been ten- vice-president of the C&O and Pere sion between Trumbull and Black Marquette [and later NKP] with ju- over the direction of the AMC. risdiction over purchases and stores Trumbull’s temperament is un- matters.”10 Trumbull and Black had known, but Probert’s fulsome obitu- given papers at the June 1931 Con- ary speaks of Black’s “brusque ex- vention in Chicago of the Mechani- terior and a great and tender heart.” cal Division of the ARA, Black as Further supporting Trumbull as "Mechanical Asst. to President, the “brains” behind the outstand- C&O," Trumbull as "Chief Me- ing AMC designs is the similarity chanical Engineer, C&O." By No- in appearance (and in class designa- vember of 1931, Black had gone to tion) of C&O’s 2-10-4 of 1930 with Purchases and Stores. For a me- the huge 2-8-4s he had designed for chanical man, whose career focus the Erie beginning in 1927, for that had been on the workings of ma- is where his loyalty was, probably chinery, to be suddenly transferred until the bankruptcy of the Erie in to a chief bookkeeping job must 1938. The fact, too, that Erie clear- have been disheartening. That he ances (originally graded for 6 ft. was no longer in the loop regarding gauge) permitted Trumbull to motive power is confirmed by ab- “think big” in designing steam en- sence of his name on project ap- gines is another bit of evidence sup- proval forms from the AMC, either porting Trumbull. An impressive as a railroad representative or as an item on Trumbull’s resume that officer of the AMC. In tracing the might be overlooked is his appoint-
R&LHS Newsletter 24-2 / 9 March 1953. Photo by E. L. Huddleston, Collection C&O Historical Society #448. 2-6-6-6s of 1941-48 proportionally enlarged them. This 2-6-6-6, 1602, heads up Kanawha River at Mt. Carbon, WV,in Just as the design of Van Sweringen 2-8-4s proportionally downsized C&O's 2-10-4s of 1930, so the C&O and Virginian #1790. C&O’s 2-8-4 is slightly larger than on NKP’s or PM’s 2-8-4. Photo by E. L. Huddleston, Collection C&O Historical Society Class K-4, 2709, built by Alco in 1943, runs west along the Ohio River of Greenup, Kentucky, in April 1953. Cab on
10 / R&LHS Newsletter 24-2 ment in 1918 to a committee, rep- NKP designs because almost all resenting fourteen railroads, to help Super Power steamers produced for design the twelve classes of steam these roads came from Lima. True, locomotives for allotment to the Lima engineers worked closely with nation’s railroads during World War AMC engineers. AMC staff could I under auspices of the United take turns riding a business car from States Railroad Administration.11 a siding at Cleveland’s Terminal The prominence of the Erie in Tower to a spur near Lima’s office the first work of the AMC is evi- building reserved for office cars. dent not just in locomotives but in Certainly it was a privileged way to freight cars as well. Who was spe- travel. Eric Hirsimaki, in his history cifically responsible for these de- of Lima, gives another reason for signs is unknown, but from the start AMC usually granting Lima its lo- the AMC turned out plans and data comotive contracts: “While the on freight cars as well as locomo- builder’s bid was important,” Eric tives. And Jeffrey Koeller has noted, noted, “it wasn’t necessarily the de- ‘The Erie mechanical department ciding factor.” Sometimes a builder had already [before-founding of the would be on the railroad’s lines, and AMC] developed their version of thus be both a potential supplier and the 1923 ARA box car design, which shipper.13 Such was the case with became the prototype for the Erie- Lima. The fact that Will Woodard PM-C&O cars built in 1930 [under had originated the concept of Su- auspices of the AMC].”12 per Power at Lima in 1925 leads The only competitor remaining some historians to assume he had a to contest Alonzo Trumbull for title hand in the specific designs of the of chief designer for the Advisory AMC. (Of course, Lima had its own Mechanical Committee is Will in-house designs that Woodard did Woodard of Lima Locomotive have a hand in.) However, Woodard Works of Lima, Ohio. For many lo- (who died in 1942) made a condi- comotive historians, Lima Locomo- tion of his employment as Lima tive rises above its competitors, Vice-President that he work out of Baldwin of Philadelphia and Ameri- New York City. His assistant, J. can (Alco) of Schenectady, New Edgar Smith (Railroad, 1974) told York, by virtue of its inventing “Su- of productive days — mostly with per Power” locomotives and in ad- poppet valves not with specific con- hering to a Midwestern work ethic tracts — at their office at 17 East that prized quality over volume. To 42nd St. Woodard was a restless ex- these historians, Lima must have perimenter, having been awarded 92 had a big hand in the C&O, PM, and patents on various mechanical fea-
R&LHS Newsletter 24-2 / 11 by Ted Gay. Collection of Joe Schmitz. shields. About 1942 the headlight was moved down to pilot. Photo Virginia, June 11, 1939. It was built by Lima in 1935. Note stars on C&O J-3 4-8-4 #600 named “Thomas Jefferson” is at Charlottsville,
12 / R&LHS Newsletter 24-2 tures of steam and electric locomo- Director of the Office of Defense tive design.14 Among achievements Transportation from April 1942 to that led to his honoring by the Na- July 1944.15 tional Association of Manufactur- While credit is being given, it is ers in 1940 were development of well to note that there would have lateral motion driving boxes and been no AMC without John J. “constant resistance” engine and Bernet. Certainly the Van Swerin- trailing trucks. gen brothers of Cleveland in put- If that “lengthened shadow” at the ting together their railroad empire AMC is cast by Alonzo Trumbull, it could sense that he was the right would be carrying self-reliant indi- man at the right time and made him vidualism too far in not giving credit president of the Nickel Plate. They to those men (there were no women knew nothing about railroad opera- so far as we know) who worked with tions and management. Bernet did. and under Trumbull in designing And upon going to the Erie, he AMC’s “giants of the rails.” It is hard made motive power central to his to trace down the engineering staff of rehabilitation of the road. Herb the AMC, but besides Black, Harwood, in Invisible Giants (2002), Trumbull, and Ellis, there were at least makes this clear: “From his earliest the following serving at one time or Nickel Plate days, Bernet was an another during the existence of the emphatic believer in running AMC: D. J. Sheehan, F. J. Herter, J. heavier trains faster. In 1925, the B. Blackburn, Mike Donovan, T. P. Lima Locomotive Works … had Irving, and E. R. Hauer (not neces- developed a new high-horsepower sarily in that order). Herter and Irv- design, the 2-8-4 [Woodard de- ing held the title of “engineer of roll- signed] “Berkshire” type … Bernet ing stock” later changed to “engineer immediately saw its possibilities and car construction.” The rest entered ordered fifty [of larger design] for AMC service as “engineer [of] mo- the Erie in 1927 and fifty-five more tive power.” Probably the most im- in the following two years … Their pressive of these lesser men was Ed effect on Erie operations was aston- Hauer, who took over Trumbull’s job ishing; … compared to their prede- (for the short time it existed) after cessors, the new [Erie] Berkshires Trumbull’s retirement. Hauer, gradu- hauled 17 percent heavier trainloads ate of the Mechanics Institute in using 32 percent less fuel — and Richmond, Virginia, worked for both improved running time by 34 per- Lima and C&O before joining the cent.”16 True, without the orders AMC. He took leave from the AMC from Bernet there would have been to serve as Assistant and Associate no new designs. With the orders, as
R&LHS Newsletter 24-2 / 13 Society #1357. behind engineer, head brakeman behind the fireman. October 1949. Photo by E. L. Huddleston, Collection C&O Historical C&O K-4 #2737 Alco 1943. Leaving Russell, Kentucky, eastbound with a set off and pick up manifest. Conductor rides
14 / R&LHS Newsletter 24-2 executed by Trumbull, there came into being the vaunted “Van Swerin- gen superpower” — to use Harwood’s words — “that occupied the first ranks of steam design until steam gave way to diesel power.” Notes 1 Philip Atkins, Dropping the Fire: the Decline and Fall of the Steam Lo- comotive (Irwell Press, 1999), p. 12. 2Who’s Who in Railroading, 1946 ed. (New York: Simmons-Boardman, 1947), p. 704. 3 Railway Age 122 (May 24,1947), 1103. 4 Railway Mechanical Engineer, 103 (December 1929), 761. 5 Eugene L. Huddleston, “Doctoring the Scales: the Case of the Over- weight Alleghenies,” Trains 58 (December 1998), 78-85. 6 Who’s Who in Railroading, 1946 ed. (New York: Simmons-Boardman, 1947), p. 205. See also Railway Mechanical Engineer 110 (March 1936), 133. 7 Railway Mechanical Engineer 101 (March 1927), 191. See also obitu- ary in Railway Mechanical Engineer 110 (July 1936), 330. 8 The Rail (1936, n. p.). C&O and allied roads’ publicity department “ published Chesapeake & Ohio Lines Magazine, which later changed its name to The Rail and later to Tracks.” (cited in Turner’s Chessie’s Road). See also in Chessie’s Road (revised ed.) T. W. Dixon’s account of Probert’s creative publicity work. 9 George Drury, Guide to North American Steam Locomotives (Kalm- bach Publishing Co., 1993), p. 281. 10 Railway Mechanical Engineer 101 (March 1927), 191. See also RME 105 (November 1931), 568, and RME 107 (June 1933), 231. 11 Eugene L. Huddleston, Uncle Sam’s Locomotives: The USRA and the Nation’s Railroads (Bloomington: Indiana University Press, 2002), p. 7. 12 Jeffrey M. Koeller, “C&O 1930 Box Car: Advisory Mechanical Com- mittee—Part 3,” Mainline Modeler 22 (July 2001), 42-49. 13 Eric Hirsimaki, Lima: The History (Edmonds, WA: Hundman Pub- lishing, 1986), p. 290. 14 J. Edgar Smith, “Super-Power Steam Locomotives,” Railroad 96 (Au- gust 1974), 24-32. See also obituary in Railway Age 112 (January-June 1942), 677-78. 15 Biographical sketches of Hauer and most other AMC officials are in Who’s Who in Railroading, 1946 edition. 16 Herbert H. Harwood, Jr. , Invisible Giants: The Empires of Cleveland’s Van Sweringen Brothers (Bloomington: Indiana University Press, 2002), pp. 131-2. ^
R&LHS Newsletter 24-2 / 15 Closed Loops by John F. Humiston
LOOPS ARE USED on railroads to re- Farner downgrade, the line goes duce gradients. Open loops are quite completely around Bald Mountain, common, the best known probably crosses under itself and continues being the Horseshoe Curve above farther around the mountain till it Altoona, PA, ascending/descending reaches the Hiwassee River, then the east slope of Cresson Ridge. follows the river for 15 miles to a Closed loops, where the track crossing at Alliance, Mile KX345.4. crosses under or over itself using a Constructed 1898 to replace switch- tunnel or bridge, are less common. back. Formerly L&N. Knoxville - There are, or were, at least fifteen Atlanta line known as “The Hook in the United States and Canada and Eye”, the hook being an open listed here by railroads. loop at Tate Mountain in Georgia. CSXT’s last train on the loop oper- Alaska RR. - The Loop, Seward ated March 6, 2001. Now out of ser- Sub., Mile 50.5. Crossing by bridge. vice, the line will be abandoned or Grade 1½% ascending southward sold. On July 11, 2002, announced toward Seward. Standard Gauge. that 43.4 mile Copperhill branch, Loop eliminated in realignment Etowah to Copperhill, to be sold to about 1950 when Bartlett Glacier Southeast Local Development retreated.1 Corp. of Tennessee with help from Glenn Springs Holdings, Inc., di- CSX T r ansportation -vision of Occidental Petroleum Hiwassee Loop, Etowah Sub., At- Corp. per CTC Board , October lanta Division, between Appalachia, 2002. Also see CTCB July 2001. TN, Mile KX360.1, and Farner, Also Trains November 2002, p.18.2 Mile KX366.1. Crossing by trestle and bridge, 60' high by 195' long. Canadian Pacific Railway - Standard Gauge. Loop about 8000' Upper Spiral Tunnel, Laggan Sub., in length. Line climbs 426 feet in 6 Mile 128.8 between Partridge and miles. From the south, leaving Yoho, BC. Standard Gauge. Tunnel
16 / R&LHS Newsletter 24-2 is 3255' long, curves 250 degrees on the Moffat Tunnel in 1928.5 1.66% grade changing elevation 56' ascending eastward.3 Georgetown Loop Railroad - Georgetown Loop, Georgetown, Canadian Pacific Railway - CO. 36" Gauge. Crossing by Devil’s Lower Spiral Tunnel, Laggan Sub., Gate steel viaduct. Portion of Mile 131.1 between Yoho and Ca- Georgetown, Breckenridge, & Leadville thedral, BC. Standard Gauge. Tun- Railway; Colorado Central between Sil- nel is 2922' long, curves 226 degrees ver Plume and Georgetown restored by on 1.62% grade changing elevation the State Historical Society of Colorado. 50' ascending eastward. Loop originally built in 1884. Arthur M. Wellington in The Economic Denver and Rio Grande Theory of the Location of Railways, Western Railroad - Double Circle John Wiley & Sons, New York, or Laguna Loop, Tintic Branch, 1887, has a view of this loop and a Springville to Eureka, Utah at Mile track diagram and states that it is 32, built 1891 to reach mines beyond the only Bridge Spiral in the United 6574 feet summit. Standard Gauge. States, spiral being his term for a Crossing by 462 feet long wood closed loop. The bridge is on a curve trestle 90 feet high at crossing and of 311 feet radius while the other higher over Pinion Creek. Pinion end of the loop has a radius of Creek is also crossed on two other 206.67 feet. 36" Gauge.6 bridges, one 94 feet long and one 104 feet long, both within loop. The Morenci Southern Rail- Loop turns approximately 460 de- way, 36" Gauge, was completed in grees central angle with 12 degree January 1901 from a connection curves. Line climbs 2032 feet in a with the standard gauge Arizona & fraction under 17 miles on a grade New Mexico Railway at Guthrie, of 2.2% to as much as 2.64%. Line AZ, for 18 miles to the Phelps abandoned beyond Pearl prior to Dodge copper mine at Morenci, 1972.4 AZ. The approach to Morenci was up a narrow cañon with a natural Denver & Salt Lake Railroad grade of about 6%. To obtain a rail- - Rifle Sight Notch Loop - Tunnel way grade of 3.5% up the cañon, 33, at Loop, CO, station, Mile 69, four loops were used in an actual elevation 10980', west of Corona distance of about 1½ miles. A fifth Pass, Mile 65, elevation 11660', as- loop was used farther down. Con- cending eastward. Standard Gauge. tinual changes in topography as the Line eliminated by completion of mining progressed, resulted in
R&LHS Newsletter 24-2 / 17 abandonment of the Morenci Preserved as historic site, Clayton Southern in 1922. The Phelps Cook’s Trinity Loop Fun Park, cir- Dodge operations now connect to cumference 6600 feet turning ap- the Union Pacific Railroad at proximately 310 degrees changing Clifton, AZ, instead of Guthrie. elevation 34 feet 4 inches.8 Clayton Cook is a retired CN Conductor ac- Morenci Southern Railway - tive in local railway preservation. First Loop - At Morenci, AZ. Crossing by timber trestle 259 feet Union Pacific Railroad - Wil- long. liams Loop, Canyon Sub, about Mile 294, west of Spring Garden, Morenci Southern Railway - CA, Mile 296, Oakland - Portola Second Loop - At Morenci. Cross- line. Standard Gauge. Grade 1% ing by timber trestle. compensated ascending eastward. Crossing by culvert underpass. For- Morenci Southern Railway - merly Western Pacific Railroad.9 Third Loop - At Morenci. Cross- ing by timber trestle. Union Pacific, BNSF trackage rights - Tehachapi Loop, Mojave Morenci Southern Railway - Sub., Tunnel 9, at Walong Siding, Fourth Loop - At Morenci. Cross- CA, Mile 351.8. Standard Gauge. ing by timber trestle. The Second, Grade 2.1% ascending eastward. Third, and Fourth Loops were re- Bakersfield - West Colton Line. placed by two pair of switch backs Formerly Southern Pacific.10 around 1914 - 1915 and with other line relocations increased the milage to 18.82. — JFH – 2 September 1998, 6 September 1998, 10 September Morenci Southern Railway - 2002, 20 October 2002, 18 January Fifth Loop - At Frisco, AZ. Cross- 2003, 13 February 2003, 19 March ing by 420 foot tunnel about Mile 2003. Post 9.2 measured from Guthrie.7 Notes Newfoundland Railway/later Canadian National Railways - Trin- 1 Profiles and maps in Reports of ity Loop, Bonavista Sub. about Mile Alaskan Engineering Commission 53, Clarenville - Bonavista line, 42" for period March 12, 1914, to De- Gauge. Crossing by steel girder cember 31, 1915. Alaska R.R. TT. bridge. Abandoned June 20, 1984. No. 44, 16 June 1946: Location of
18 / R&LHS Newsletter 24-2 overhead structures table shows rail- (E.A.Lewis Shortline Ry. Guide.) road track overhead crossing at Mile Post 50.7, Seward Subdivision. 3 Railway Mileposts: British Co- lumbia, Vol. 1, Roger G. Burrows. 2 CSXT System TT No. 1, 1 April 1989. 4 LeMassena, Rio Grande To The The L.& N. - 1850-1942, Kincaid Pacific, p. 92, p. 102. The Railway Herr, L.& N. Magazine, 1943. L.& and Engineering Review, 24 Feb. N., Knoxville & Atlanta Div., TT. 1900, p. 101. Steam Powered Video No. 21, April 8, 1941. CTC Board Atlas of North America, Colorado- December 2001 note, July 2001 ar- Utah. ticle, CSXT Hiwassee Loop. 5 LeMassena, Rio Grande To The CSXT Etowah Sub., Milage Lo- Pacific, p. 237. cations. Etowah C335.2 * 6 LeMassena, Colorado’s Moun- Wetmore KX339.4 tain Railroads, p. 45, p. 48, p. 234. Oswald Dome KX342.7 Reliance KX345.4 7 The Railway and Engineering Hiwassee KX347.7 * Review, April 26, 1902. Railroads of McFarland KX355.0 * Arizona, Volume 3, David Myrick, Apalachia KX360.1 * Chapter 8, Morenci Southern Rail- Farner KX366.1 way. Railroad Atlas of North Turtletown KX368.7 America - Arizona & New Mexico, Harbuck KX372.3 Mike Walker, Page 23, Steam Pow- Ducktown KX376.6 ered Publishing, England, 1995. McHarg KX380.2 Copperhill KX382.1 * 8 Trinity Loop Fun Park adver- Blue Ridge KX395.5 * tisement. C.N. Atlantic Region, Newfoundland Area TT. No. 13, 27 * Milage from CSXT Timetable, April 1969. others calculated from L&N Time- table. Distance is apparently from 9 Steam Powered Video Atlas of Cincinnati. North America, California-Nevada.
From Elizabeth, GA, Georgia 10 S.P Northern Region TT. No. Northeastern R.R. Co. north to 2, 27 April, 1986, San Joaquin Di- Ellijay 65.8 miles. GA DOT buy- vision, Mojave Subdivision, p. 156, ing CSXT line Ellijay to Blue Ridge. p.183. ^
R&LHS Newsletter 24-2 / 19 TRADING POST FOR SALE - Prairie Railroad Town, about the Horton shops of the Rock Island Submissions should be made to the Newsletter railroad. Favorably reviewed in all pub- editor via e-mail or mail for inclusion in the lished reviews. About 140 never previously next available issue. All items subject to published photographs, including many by available space and editorial decisions as to an outstanding local photographer from the content. Logos and photographs are limited to era 1898-1916. The book also describes and 7 /8 inches high if space permits. New Trading illustrates Horton’s pioneering role in Post items are posted on our Website. building and maintaining early Rock Island
20 / R&LHS Newsletter 24-2 Directory of Railway Officials of hardcover with dust jacket in mylar pro- America, 1887, 1893 and 1930 editions es- tector, mint condition. Those interested in pecially needed. Also, Who’s Who in En- the history of this company, the PRR, or gineering. J. H. White, 101 Beechpoint Pennsylvania railroad history in general will Dr., Oxford OH 45056-2703. want this well researched reference work. $32 including postage. Dan Allen, POBox FOR SALE - The Santa Fe Railway His- 917, Marlton NJ 08053-0917. torical & Modeling Society / Stan Kistler Collection of over 5,200 black & white im- ages of the Santa Fe from 1900 to 1975 is Continued on page 22 available in silver prints from 8x10 and up. Steam, diesel, motor cars, passenger and headend cars, cabooses, MofW cars, and scenic action images are included. Pro- duced by a professional photographer with over 55 years experience and an R&LHS New RR Books member since 1949. A 57-page catalog in- Press releases for new railroad oriented books cludes dates and locations is $5.00 from appear here. They are not paid advertisements Stan Kistler, PO Box 977, Grass Valley and carry no endorsement by the R&LHS. CA 95945.
R&LHS Newsletter 24-2 / 21 Help Pick a Winner! Help the R&LHS Awards Committee pick the nominees and the winners for the Railroad History Book Award and Article Award! All members in good standing may suggest candidates for consider- ation by the Awards Committee when nominating authors for the 2004 Railroad History Awards. The R&LHS Awards Committee solicits advice from members in two award categories: the David P. Morgan Ar- ticle Award, and the George and Constance Hilton Book Award. Articles must have been published in magazines or journals with cover dates of 2002 and 2003. Enter the complete name of the author, the name of the article, the pages on which it may be found, the exact name of the magazine, and its exact cover date (month and year). (Some journals are hard to find, so please send a photocopy of the article, if you can. This will aid the committee and save some time.) Books must have been published in 2001, 2002, or 2003. (See publica- tion or copyright date for the book under consideration.) Enter the com- plete name of the author, the complete book title, complete name of pub- lisher, and copyright or publication date. The Awards Committee will make the final selection of Nominees for each category. The Committee will take members’ entries very seriously. In this way, the Society’s members can play a key role in the Railroad History Awards. Fill out and send in this coupon, or photo copy, by May 5, 2004. Only those entries postmarked on or before that date will be tallied for the 2004 awards. Mail to Mr. Mark E. Entrop, PO Box 10, Dyer IN 46311-0010. Coupons sent to the wrong address or received after May 17, 2004, will not be tallied. ^
More TRADING POST WANTED - Colorado’s Mountain Rail- roads Volume II (D&RG Ry, RGS, etc.) WANTED - Old US tickets & passes from by Robert A. LeMassena (about 1965). I railroad, trolley, horse railroad, ferry, have Volumes I and III, and need this 6x9 bridge, turnpike, etc. Mostly pre-1930. softcover book to complete collection. Dan Benice, PO Box 5708, Cary NC Donald R. Davis, 2945 Everett St., Blue 27512. (919) 468-5510. Island IL 60406. ^
22 / R&LHS Newsletter 24-2 2004 George and Constance Hilton Book 2004 George For the For Award ______Full Name Author’s ______Complete Name of Book ______Complete Publisher’s Name ______Copyright Year ______Member’s Name ______Member’s Address ______Member’s City State & ZIP 2004 David P. Morgan Article Award Morgan Article P. 2004 David To: R&LHS Awards Panel R&LHS Awards To: the For ______Full Name Author’s ______Complete Title of Article ______Page Number(s) ofArticle ______Complete Name of Magazine or Journal ______or Month/Day/Year Month/Year Exact Cover Date: ______(from inside magazine)Address Editorial Publisher’s ______date: ______Today’s
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