MELVIN PHOTOS
392 Sturtevant Hill Rd, Readfield, ME 04355 207-685-3901
melvinphotos@myfairpoint.net www.melvinphotos.com
Tehachapi Today!
A full color 112 page hard bound book with dust cover showcasing the drama and beauty of
Early records are sketchy but indi- cate commercial production began by early 1888.
Scott’s in-law, George Gilbert, was an engineer and draftsman with the Climax firm and offered to assist in preparing a patent application. The patent granted in December, 1888, is interesting in that Gilbert did not in- clude Scott’s name on the document. The original Climax locomotives, which came to be identified as the Class A design, were typically a wood- en platform with a vertical boiler and two-cylinder vertical engine mounted in the center with a rectangular fuel bunker at the boiler end of the plat- form and a circular water tank at the other end. Unique features included a gearshift arrangement that offered overall drive ratios of either 4½:1 or 9:1, a centered longitudinal counter- shaft driving all four axles via skew gears, and differentials on each axle al- lowing the wheels on each side to oper- ate at different speeds on sharp curves. They were offered in sizes from 12 to 22 tons in gauges from 24″ to 8′-0″ and with wheels for steel or wooden rails or for pole roads. A Class A Climax was under construction when the factory closed in 1928.
The two-truck Class B Climax was introduced in 1890 to meet the demand for a larger locomotive. The original Class B design included the gearshift and trucks with differentials as on the Class A. The engine was changed to two horizontal cylinders mounted in about the same position as on a con- ventional rod locomotive. These oper- ated a transverse crankshaft that was connected to the longitudinal counter- shaft through 90 degree, skew gears. In 1893, the Class B was redesigned to eliminate the gearshift and differen- tials, and to incline the cylinders at about 22½ degrees. Class B’s were of- fered in sizes from 17 to 62 tons and ac- counted for about 65 percent of all Cli- max production.
Several improvements were made over the years. Wagon top boilers were substituted for the original straight boilers on larger locomotives, and steel cabs were offered beginning in 1910 RAILROAD MODEL CRAFTSMAN
when the flared-flange at the top edge of the tank was replaced by a squared- off top with simple edge bead. Paired cab side windows were replaced with a single side window after 1913. Walschaerts valve gear was used in- stead of Stephenson on 45-ton and larger locomotives beginning in 1915. The three-truck Class C was first of- fered in 1897. The first was only 50 tons and the only narrow gauge Class C (and it was eventually converted to standard gauge). It was found that the Class C tracked better than the larger Class B’s because of their longer wheelbase between trucks. Class C’s were standardized in 70-, 80- and 90- ton sizes. Evolutionary changes on the Class C’s paralleled those on the Class B. In addition, the Class C began using piston valves with optional super- heaters in 1923. They also received girder frames without truss rods and a vestibule rather than open cabs in 1925.
rchbar trucks were replaced with a cast steel sideframe. Climax built their first 100-ton Class C in 1923 with many of these improvements. The loco- motive was displayed at the Pacific Logging Congress and was promptly sold to a Washington State logger. These improved Climax Class C loco- motives were ideal for the Northwest woods, and were not matched until the introduction of the West Coast Special Heisler and the Pacific Coast Shay a few years later.
The Bachmann Class C model fea- tures a wagon top boiler, single win- dow open steel cab, truss rod frame, archbar trucks, and slide valves with Walschaerts gear. These details are appropriate to a locomotive produced in the 1915 to 1923 time frame, includ- ing Moore-Keppel & Co. No. 6 built right in the middle of this time period. There is one photograph of M-K No. 6 in Thompson, Dunn & Hauff’s book The Climax Locomotive, and another almost identical photo but with the name painted out and renumbered as No. 9 at the excellent Climax website
http://www.climaxlocomotives.com/. These three-quarter views of the fireman’s side show details that closely
railroading today at one of the seven wonders of the railroad world, Tehachapi Pass. Includes approximately 180 photographs.
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112 page hard bound with dust cover on the Boston & Maine Black & White and color
photographs spanning 3 decades!
$49.95 plus $4.00
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