Cabooses on the Terminal RR Compressed Air Locomotives, Part 2
on the observation engine on TRRA property. $35 plus $5 postage Priority Mail or UPS
TRRA Historical and Technical Society, Inc. P.O. Box 1688, St. Louis, MO 63188-1688 (314) 535-3101 (evenings)
http://trra-hts.railfan.net
NORFOLK SOUTHERN STEAM!
NORFOLK SOUTHERN STEAM VOL 1 4-8-4 Class J #611 and 2-6-6-4 #1218 on former Norfolk and Western trackage. This “Pure N&W” tape covers the system from Roanoke to Cincinnati and north from Portsmouth on the Columbus line. DVD 60 minutes $29.95
HOMESTAKE MINING NO. 1A represents the state of the art in compressed air locomotives circa 1928. It was retired in 1961 and is on display at the Homestake Visitors Center, Lead, S.D.
NO HISTORY OF AIR HAULAGE would be complete without a look at the Homes- take Mining Company of Lead, S.D. Homes- take was a product of the Black Hills gold rush, which started in 1874 when placer gold was discovered near Custer. Soon the “hills were flooded with men hoping to dig a fortune out of hard rock,” including brothers Moses and Fred Manuel. After several false starts, they discovered an outcropping of gold ore —a “lead” (pronounced “leed”) — in 1876 at what became Lead City. They cashed in on their discovery in 1877, selling their claim to a group of investors that in- stalled George Hearst, father of William Randolph Hearst, as company president. In time, Homestake purchased additional
claims within Lead and nearby Deadwood, and by 1880 it had an 80-stamp mill in oper- ation. Mining was conducted both under- ground and on the surface within the “Open Cut.” By 1890, Homestake had several addi- tional stamp mills in service and was on its way to becoming the largest gold mining company in the world. Homestake used mules and horses to
move ore cars underground and on the sur- face tramway that ran between the mines and the mill. But in 1879, George Hearst purchased a 5-ton, 22″ gauge 0-4-0T steam locomotive from Baldwin, the J.B. Haggin, for use on Homestake’s Ellinson tramway. A wood burner, it could haul 30 tons, much more than the horses could. The Haggin was a great success, and was soon joined by a pair of sister engines. There was one major problem: the loco-
motives burned wood and so emitted nox- ious fumes. So for moving ore cars through the underground tunnels, the company still had to rely on its 90 horses and mules and the steam engines were restricted to the sur- face tramway. Moving ore with real “horse- power” was costly and slow, so when com- pressed air locomotives took hold in the
mining industry during the late 1890s, Homestake officials took notice. As an experiment, in 1901 Homestake or-
dered a three-tank, 22″ gauge 0-4-0CA from Porter. To produce the 900 p.s.i. needed to charge its reservoir, an Ingersoll-Sergeant three-stage compressor was acquired, and several charging stations were set up along the tramway. These were connected to the compressor via a six-inch pipeline. The 13¹/₂-ton pneumatic locomotive Homestake No.1 arrived in Lead in April 1901 and quickly exceeded all expectations, hauling 100 tons of ore per trip, three times more than the Haggin could. No. 1’s reser- voirs held 165 cubic feet of air and could be charged in 90 seconds. It was so well re- ceived that by the summer of 1903 the steam locomotives had been retired, never to be used again. The J.B. Haggin was preserved as a relic of the early days at the Adams Memorial Museum in Deadwood. Homestake continued to use horses to
work deep underground, but this began to change in 1903 when the company took deliv- ery of a 5-ton, 18″-gauge 0-4-0CA from Porter, No. 2. This single-stage pneumatic had no cab and was built to a close-clearance design for use in mine tunnels, being just 11 feet long and 3′-4″ wide. Drivers were 23″, cylinders were 6″×10″, and the auxiliary reservoir pressure (pressure entering the cylinders) was 145 p.s.i. Like No. 1, its reservoir pres- sure was 900 p.s.i., but it had a much smaller capacity, only 40 cubic feet. Several miles of galvanized six-inch pipe and dozens of charg- ing stations were added underground to pro- vide air for the new locomotive. Like No. 1, Homestake No. 2 exceeded all expectations, running 3000 feet on a single charge, and the company returned to Porter in November 1904 for an identical five-ton air motor (No. 3), and then five more (Nos. 4- 8) in 1905. Homestake would come to own 22 five-ton 0-4-0CA’s, all 18″ gauge. Nos. 10-12
NORFOLK SOUTHERN STEAM VOL 2 Lines and engines other than just former Norfolk and Western livery. One of the high- lights of the video is the four day Independence Limited from Bellevue to Roanoke with Nickel Plate Road 2-8-2 double-heading with N&W 611. DVD 60 minutes $29.95
NORFOLK SOUTHERN STEAM FREIGHTS - A very unique video showing some of the NS engines on freight trips. DVD 45 minutes $29.95
Special: Norfolk Southern Steam Collection - NS Steam Volume 1, NS Steam Volume 2 and NS Steam Freights above - all 3 for only $74.95
4501 - 25TH ANNIVERSARY- Former Southern Railway 2-8-2 number 4501 is the star of this program as we begin with historic film footage of 4501 as engine 12 on the Kentucky and Tennessee Railroad in the early 1960s. DVD $29.95
GREAT STEAM TRAINS COMBO - A combination of two one-hour programs: Great Steam Trains Vol 1 and Vol 2, we see four loco- motive segments in each program, and a wealth of steam variety. Approx 2 hours. Copyright 2007. DVD $29.95 Great Steam Trains - Volume 3 Norfolk and Western 4-8-4 #611 trip, 1993 Doubleheaded 4-6-2's in Virginia with 1286 and 1238, Cumbres and Toltec Doubleheaders from Chama to Cumbres in 1992, and Milwaukee Road 4-8-4 in 1994 on the New River Train from Huntington to Hinton, WV. 70 minutes. $29.95
MEMORIES OF N&W 611 In 1994 the Norfolk Southern steam program was terminated and Class J, 4-8-4 # 611 may never operate again. Some of the last runs of this magnificent steam locomotive through southern Ohio and Northern Kentucky between 1992 and 1994. DVD $29.95
(free with order)
Catalog $2.00
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13 PRODUCTIONS Professional Videos • Prompt Service • Since 1984
focuses on the caboose fleet that the TRRA operated for more than 100 years. Photos of wooden, steel, second hand, and home- made caboose along with plans and rosters complete the issue. More than 115 pages offer in depth coverage along with a feature
The latest issue of the TRRA Historical
Society magazine
JEFF TERRY
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