The DREI waits for track authority to head east on the outskirts of Tuscola IL, 3/10/19 – Photo by Matt Gentry
Author: Jim Pearson
Camelback locomotives (also known as a Mother Hubbard or a center-cab locomotive) is a type of steam locomotive with the driving cab placed in the middle, astride the boiler. Camelbacks were fitted with wide fireboxes which would have severely restricted the engineer’s visibility from the normal location at the rear.
You can see in the picture (above) the size of the firebox, extra wide in order to burn cheap and readily available anthracite coal. Placement of the cab above the driving wheels also provided added traction. Camelbacks were widely used on the Central Railroad of New Jersey and the Reading Railroad. The fireman worked from a large platform on the tender, and in some cases had a chute to allow him to deliver coal to the front of the grate.
The Camelback’s cab astride the boiler design raised concerns for its crew. The engineer was perched above the side-rods of the locomotive, vulnerable to swinging and flying metal if anything rotating below should break. In addition, the fireman was exposed to the elements at the rear. The Interstate Commerce Commission banned Camelbacks but gave exceptions to allow those under construction to be completed.
A broken side rod swiped clean the engineer’s side of the cab on this Delaware & Hudson engine. This ever-present danger to the engineer explains the eventual outlawing of center-cab locomotives.
Credits: Two pics at top by the late Phil Hastings as seen in Kalmbach’s Steams Lost Empire. Damaged camelback photographer unknown, in Train Wrecks a Robert C. Reed book. -Gary O. Ostlund
These photos of NC&StL 576 are taken from Nashville Steam’s Facebook page. See Nashville Steam on Facebook for credits. Above, CSX pulls 576 into Union Station in downtown Nashville.
she has arrived at the Tennessee Central Museum shop.
Note the NC&StL logo on CSX’s newer 576, which pulled the steamer through Nashville.
Greetings fellow National Railway Historical Society, Western Kentucky Chapter members. It is March, 2019 and the word for the day is “wet”! We certainly have had our share of rain. Alas, I’m willing to bet, it will dry out. And possibly, more than we would like!
I am writing this on March 9. Earlier I had text Matt Gentry that I needed a non-CSX rail-fan fix. As luck would have it, CSX sent a BNSF train southbound and I was able to see it twice no less. Good things come to those who wait. One would think an individual who builds a house beside a busy rail line on purpose no less, would not want to travel to see trains. Quite the opposite. I think serval of us to enjoy traveling and rail fanning. With spring and summer on the way, I’m sure several of us will be out and about. Which led me to a subject matter!
Secretary-Treasurer Bill Farrell has mentioned having a Chapter outing this year. He has a few ideas. I would like to encourage others to come up with an idea as well. I plan to have my annual Train Day in the Gap sometime in May. The exact date and time are forthcoming. Bill Farrell should also have some information regarding Nashville Steam and Kentucky Railway Museum. I believe he will be presenting a donation idea to these two institutions. Hopefully our committee regarding the sall layouts and operating sessions will have some info for us this month as well.
All in all 2019 has gotten off to a very good start. Our round robin train group has had a good time. Our activities have been spot on and we have more coming down the pike. Please take time to attend a meeting and bring a friend. See you soon.
Matt Gentry and friend Max are at Holy Train Night at Keith Kittinger’s HO layout, Madisonville, Ky.
Before we got used to the jumbo covered hopper cars so prevalent now, grain was shipped in a common 40’ boxcar. In the early days grain was shipped by the sack. Bulk grain shipment by rail required the use of a temporary grain door secured inside the doorway. In the picture to the left, the wooden door has been removed and the men are manually shoving product out the door.
In the other picture, a loaded boxcar is being mechanically tilted and tipped to completely off-loading the product. The car was secured firmly, then raised to about a 45-degree slope, and tipped side-to-side. The car is lowered and the process is repeated as the other end is lifted. This time the car will be tilted before it is raised in hopes of the product not refilling the far end of the car. The whole process was fairly swift, as I recall watching at the Port-of-Tacoma back in the 50s, probably five minutes total. With all those fancy dressers observing behind the protective glass, , and there are no other cars lined up, this appears to be a demo.
Back at the grain elevator before loading, the grain door was secured and heavy paper lining was applied generously to all surfaces. When loading is complete, the regular sliding steel door could scoot past the temporary grain door and be secured. More than one loaded grain car arrived nearly empty, days later after bumping along over the clickety-clack. Such happenstance kept railroad claims adjusters busy. Even one tiny break in the paper, in the wrong place, with tons of pressure, for a week or more, could wreak havoc. Pigeons and others loved it.
Grain doors only went a little more than halfway up the boxcar door opening, varying some due to the weight and density of the product. Corn, soy beans, and rice received the same treatment.
Reportedly, the very last grain-filled boxcars left the elevators in western Oklahoma in the Spring of 1978. The Missouri-Kansas-Texas Railroad, better known as the “KATY” did the honors. Why was it called KATY, you ask? Because the KATY’s New York Stock Exchange ticker-tape symbol was “KT”.
Credits: photos from the Oregon Historical Society, as seen in the Union Pacific Railroad Historical Society’s Streamliner Fall 2011 issue.
Submitted by Gary Ostlund
A gallery of images from our chapter’s Christmas layout at the Parkway Plaza Mall in Madisonville, Ky
Greetings fellow NRHS Western Kentucky Chapter members. And welcome to January, 2019. My oh my what are year 2018 was. Looking back we had the Christmas show at the mall, breakfast with Santa, an excellent Christmas dinner at the Miller residence, a picnic and rail fan day at Crofton, a railfan day in Hopkinsville, a meeting in Hopkinsville, a track side day in Morton’s Gap not to mention numerous meetings, impromptu get-togethers and programs a plenty. I feel 2019 will be even better.
As you are aware, we did not have a business meeting in December however, we did have the aforementioned dinner at the Miller residence, a very successful breakfast with Santa and a successful Christmas show at the mall. Bill Farrell will have a report on the earnings from those events. Not to mention the raffle which netted us additional monies as the winner did not take the train set.
We did however have a meeting in November. Which also brought about elections of officers for 2019. There were no changes in officers as all were voted in by a single vote of acclamation. To which I say thank you. Hopefully I can serve as President as need be.
2018 also brought on a few new members. It is nice to think that we can continue to grow in this age of electronics and instant gratification. As for growing in 2019, I have always said, if a member has an idea bring it forward. We will entertain all thoughts of growth and events as well. If there is something you would like for the Chapter to do, sponsor it. And it will be done!
As is customary in January, the president which is I, will have the program and refreshments. My program will be a 1984 VHS video of Chesapeake and Ohio 4-8-4 number is 614 pulling coal trains in the mountains of Virginia and West Virginia. Along with the video we will have a guest speaker. If you recall a few years ago my oldest stepson Brian Davis who works for CSX as a conductor gave us a talk. Brian is on call meeting night and if he is not on the railroad he will be at the meeting to give us a follow-up to that program. That is tentative provided he is available at the time.
They extended forecast for meeting night is clear and cold. Keep in mind should we have inclement weather I will cancel the meeting. No need for anyone to get out slip and fall or worse. Otherwise I hope to see you Monday, January 21, 2019. Bring a friend as all are welcome. – Ricky Bivins, Chapter President
A Bowling Green, KY, friend of mine made this shot of an NS freight crossing the Kentucky River bridge near Wilmore, KY. It is one of the highest RR bridges in the US, at 308 feet above the river. – Bill Thomas
Stopped for a red signal at Jungo, Nevada., one morning in December 1972, Western Pacific train GGM (for Golden Gate Merchandise) presents a Christmas Card-perfect image with hoarfrost coating the lead unit.
Credits: Photo and quote by Norman W. Holmes as seen in TRAINS 100 Greatest Railroad Photos
A gallery of images from train nights around our area by members.
By Rich Hane
My dear Uncle Joe married my Mom’s sister in 1937. He soon went to work for the Santa Fe Railroad at the giant Corwith Yard on the near southwest side of Chicago as a mechanic. Corwith was built in 1887 by the Santa Fe and at the time was the largest railroad yard in the world. He always said that it was a good company to work for and the economic Depression was just starting to loosen its grip on the nation.
He was what I would call a general mechanic doing whatever was needed and worked on all manner of engines, freight cars, and passenger cars. He disliked working on the large numbers of stock cars which came in to deliver animals to the nearby Chicago stockyards. Things got real busy starting a year or two before World War II as the country started the huge buildup needed to arm the military and the civilian economies. He was a bit too old to go into the service and his railroad job might have exempted him. One of the interesting things that he did during the war was to ride on some of the passenger trains as an emergency mechanic to repair the train on its way to Fort Madison, Iowa. The trains were on a tight schedule and it was important to minimize any problems that might delay or tie up the main line west. Fort Madison was a division point on the Santa Fe just west of the Mississippi River about 240 miles from Chicago. The trains carried a supply of spare parts and tools in the baggage car that the mechanic could use to hopefully keep the train running. He would spend the night in Fort Madison and then do the same job on the return trip to Chicago.
Uncle Joe said that the number of trains coming and going was just unbelievable and everyone was so busy. He occasionally had to sleep overnight at the yard when things were really busy. One interesting side story was that whenever the mechanics and laborers had some free time they would assemble freight car kits that came in to the yard from some other company. These were shipped with all of the parts needed to construct a finished freight car.
When the war was finally over he worked about another year before he was laid off to make room for the GIs who were former employees that were returning home and that the Santa Fe had promised to rehire when they came home after saving the world (my well founded opinion).
Uncle Joe then became a chicken farmer for 3 years before almost going broke and followed this with jobs at General Electric and Sylvania. Later, I will write about him and me and some model trains.
Work continues on NC&StL 576 at the Nashville & Western facility in Nashville, Tennessee. Following the 576 in the January PennyRail, I wanted to include some photos of the beginning stages of restoration as seen below. You can see printed details of the work on the Steam Nashville Facebook page. Simply search “Steam Nashville” in your Facebook search window. – Bill Thomas
– photographer unknown, from the collection of Chris Dees
A lot of railfans don’t realize that the Southern Railway, and its successor Norfolk Southern, once operated over 100 miles of track in the far southern Illinois region known as “Little Egypt”. Originally a part of the Big Four and NYC, the Cairo Branch from Mount Carmel to Cairo was operated by Conrail until its 1982 sale to Southern Railway. The prospect of future coal mining was the major impetus for the purchase and rebuilding of the line, but after just six short years, NS abandoned the route in 1988. Seen here at Harrisburg during those tumultuous six years are two rare birds on a Harrisburg-Karnak coal train, EMD GP49s 4604 and 4605. Originally built as an order of six GP39X locomotives in November 1980, the units were upgraded to GP49 specifications shortly after purchase. Today they serve on Tri-Rail commuter trains in Florida. The railroad now serves as the Tunnel Hill State Trail system.
– photographer unknown, from the collection of Chris Dees
March of 1982 brought word to Conrail employees in Harrisburg, Illinois that the line sale to Southern Railway had finally been completed. In what some would see as a parallel to the book of Exodus, the line had experienced its share of oppression and plague: washed out tracks south of Olmsted since 1973, multiple 5 mph slow orders on weed covered tracks, deferred maintenance, Clean Air Act legislation, and the overall decline of coal mining in the area. With possessions packed, the final Conrail train to depart Harrisburg, Illinois begins the trek north to Mount Carmel. Southern will begin operations the following day.