SOOT IN THE FLUES

SOOT IN THE FLUES

Content Tools

I certainly hope by the time this Album reaches you the snow is all gone for the year I'M READY FOR SPRING! What about you? And so, you probably have your catalog orders sent in, your visions of your gardens all on the way may I suggest one plot of your garden be THE CHURCH GARDEN This is what you plant Three rows of Squash: 1. Squash indifference. 2. Squash criticism. 3. Squash gossip. Four Rows of Turnips: 1. Turn up for meetings. 2. Turn up with a visitor. 3. Turn up with a smile. 4. Turn up with a Bible. AND Five Rows of Lettuce: 1. Let us love one another. 2. Let us welcome strangers. 3. Let us be faithful to duty. 4. Let us truly worship God. 5. Let us give liberally.

And before we go on I must tell you we have a new grandson, Timothy Patrick Flannery brought in the big snowstorm here January 22. 8 lbs., 14 oz., 21 in. long Many of you will remember Keli as she worked for the magazines for several years. This is her third, as she has a darling 8 year old, Kortni Lynn and an adorable 2 year old Megan Julie and we are all trying to help the family get back to normal. There are plenty of changes you know when a new little one arrives changes in more than one way! We're all happy and thank God for all His blessings. Onto the letters as we have more material this time for which I am grateful.

The reason for this letter is in reply to an inquiry in the Jan/Feb 1987 issue of the Album, by Mr. Ross Abend roth, Route 1, Greenville, Wisconsin 54942, 'On How a Steam Engine Injector Works', says HAROLD I. STARK, 3215 S. Meridian Street, Indianapolis, Indiana 46217.

'I have several old engineers books which cover in detail along with diagrams about everything and anything a person needs to know concerning steam engines, locomotives, marine engines and etc. 'These books are old 1900-1925 and are no longer being printed, and were used in engine schools as knowledge and text for aspiring young men to become steam engineers. I could not have built my scale size Gaar-Scott model without the aid of these wonderful books that I borrowed from old retired engineers, and upon their passing were passed on to me; to them I shall be forever grateful.

'My model engine carries a brass plate on the smoke box dedicating it as a memorial to these relatives and friends

THE PENBERTHY INJECTOR

453. The injector is probably the most generally used means o f feeding boilers. It was invented in 1858 by M. Giffard, and large numbers of the same types are still made. The action of the injector will be understood by referring to the sketch (Fig. 229). Steam is taken from the boiler and passes through the nozzle A to the injector; the amount of steam is regulated by the valve B. In the tube C the steam is combined with the slow!)' moving water, which is drawn up from the tank D. The swiftly flowing steam puts sufficient momentum into the water to carry it into the boiler. The delivery tube E has a break in it at F where the surplus steam or water can overflow.

An injector should be chosen with reference to the special work required of it. Some will lift water, others will not. Some will start under low-pressure steam and refuse to act under high, while with others the reverse is true, There are also injectors which will operate with exhaust steam. Such an injector is not essential, since the efficiency of one of high pressure is practically 100 per cent.

Locomotives are equipped with self-starting injectors.

Every traction engine should be equipped with two systems of boiler feeds. Some have two injectors, while some have two pumps, but the most common method is a pump and injector.

'I am enclosing a copy of a diagram of a Penberthy injector from a page of 'Instructions for Traction and Stationary Engineers' (1906). This should help everyone including Mr. Abend roth, to better understand what takes place, and why. First there is the injector parts within its body or housing namely steam cone, combining cone, delivery cone, delivery cone check valve, and overflow valve. Note: delivery cone check valve and the overflow valve are the only moving parts. Also live steam at a pressure near 100 psi travels approximately 8000 ft. per minute. Now as steam is admitted it does not have sufficient force to raise the water and force itself into the boiler, but passes through the body of the injector and out the overflow valve. In doing this it creates a partial vacuum in the water supply line below the steam cone and the combining cone large end.

The water is raised by the vacuum or suction until it reaches the steam and combining cones where it condenses the steam thereby imparts a velocity to it. As it goes through the combining cone, which is similar to a venturi it picks up added speed or velocity, and being solid stream of water now it enters the delivery cone or jet, and further increases its speed to where it now can lift the boiler check valve and start to force water into the boiler. As soon as this occurs a vacuum is created at the combining cone and closing the delivery cone check, additional vacuum is also around the delivery cone or jet simultaneously causing the overflow to close. The injector is now working properly. The object of the overflow is to provide an outlet for the steam and water when they are not mixed in the proper proportions, or when there is not sufficient force to the jet of water to cause it to enter the boiler.

The energy which the steam jet has is derived from the heat given off by the condensation of the steam. Now remember the velocity of the steam, the condensing of it, the energy derived, the action of the combining cones, and delivery jet all work in unison to increase the speed of the water approximately 33% above the boiler steam pressure which enables it to enter the boiler.

If anyone needs more help on steam problems to better understand our engines, I'm available. Am presently helping restore Nickel Plate Road Engine 587. It is a 2-8-2 Mikado locomotive. These books I have cover all valve gears, governors, pumps, everything on all types of engines.'

'P.S. Concerning the diagram, since this book was published in 1906, Penberthy has changed the names of the forcing jet to combining cone (B), and the combining tube (D) to delivery cone or jet. Ref. enclosed reproduced page.'

ANDY MICHELS, 302 Highland Avenue, Plentywood, Montana 59254 who is one of our regular contributors sends this:

'I'll bet there are very few people who know why 30-60 Rumelys fire 180° instead of 90° like the Hart Parr.

Well, it has been said Hart-Parr designed the engine and the first ones were 90° firing, but the straight belt would get to flopping up and down due to the power surges created by its engineering peculiarity.

'This condition did not occur on the Hart Parr, because of the large diameter flywheel and the fact it ran with a cross belt. 'The 1912 parts book gives cam gear part numbers for both firing order and crankshafts.

'Another thing about the beast, both igniters fire every time so if one is shorted out, neither work. 'The 'arctic black' coaling oil sold for 9 a gallon.

'My dad took the train from Devil's Lake to Poplar, Montana, rented a 'rig' horse and buggy and drove to Scobey, drained the kerosene out of the mixer and put gas in you can imagine the owner's embarrassment.'

Lifting our spirits this letter comes from LEO SHAKAL, Stanley, Wisconsin 54768: 'Enjoyed the article by Gilmar Johnson. The fact is it was at 'Gilmar Johnson Steam Engine Days' back in 1953 that I saw my first Iron-Men Album and have been a subscriber ever since and have enjoyed every issue.

'I like reading 'Soot in the Flues' and it would be nice if we readers could see the answers to some of the questions that are asked.' (You're right, Leo, and that is why we put the questions in the column in hopes someone will answer us and we could then relay it to all the readers. I do think many times someone answers but only the person who wrote the questions o come on Fell as, please send us the answers here so that we can share with all.)

Another letter comes in reference to Ross Abendroth's, Route 1, Greenville, Wisconsin 54942 letter that was in the Jan/Feb 1987 issue. This comes from LEIGH B. DENNI-SON, Box 873, Delta Junction,

Alaska 99737:

'In Ross Abendroth's letter he asks about the operation of a steam injector. I will agree, this has been a mystery to me also, so I looked it up in two places.

'One source is an old college textbook Farm Machinery and Farm Motors by Davidson and Chase, printed by Orange Judd and Co., New York, 1910. I am enclosing a copy of their description if it is of use to some of the readers.

'My second source was the Encyclopedia Brittanica under the heading INJECTOR. It is a current publication and gives an excellent, if short description.

'I hope these will help clear up some of the mystery of the injector.

'I thoroughly enjoy your first rate magazine and race to the mailbox every time I think it may arrive. I only wish it would come more often and there was more to read,' quotes RANDY E. SCHWERIN, Route 2, Sumner, Iowa 50674.

'I especially like the article by J. Hoffendasher in the Jan/Feb issue. If I ever get to Two Dot, Montana, I intend to look him up and have a good visit with him. But now on to the reason for this letter.

'Pictured is an original photograph of an early 40 HP Reeves Cross Compound traction engine demonstrating its draw bar pulling ability. The caption below the picture is pretty much self-explanatory. The photo was taken outside the Reeves factory at Columbus, Indiana and the engine could have possibly been the prototype model. Notice the string of smaller engines being used as 'dead roller weight', coupled behind the 40. I would guess the string extended beyond the left side of the picture.

(Note: the picture referred to in the above paragraph has not been reproduced here, because it appeared in our last issue, Mar/Apr 1987 on page 16 when submitted by Haston St. Clair.)

'Part of the reason for my submitting this is because of the large amount of 'flap' that has been generated lately over the legendary 150 HP Case Road Locomotive and its tremendous traction abilities.

'Now I'm not going to go into a long-winded sales pitch on the merits of the Reeves or run down somebody else's favorite breed of engine. However, I would like to submit that the 40 HP Reeves probably came very near equaling the drawbar HP of the Case. Furthermore, I would say it was more successful from the standpoint that Reeves & Co. built over 40 of the big cross compound engines proving they were a very well built, reliable engine.

'Unlike the big Case, they weren't cast aside after a short time because of expensive repair bills. Their drive trains were built sufficiently heavy to withstand the constant strain of drawbar work. I know of several instances where the 40 Reeves was used far beyond the life span of the average traction engines.

'As most readers knew, the bulk of the heavy engines were shipped west and north into the great plains states and northwest Canada. Reeves & Co. pulled more than their share of the load of breaking the virgin prairie grasses with their big 40 and also their 32 horse double simple and cross compound engine which was also a very well-built, durable engine.

Will close for now and I sincerely hope this doesn't ruffle too many 'feathers'.'

PAUL SQUIER, 1108 Maple Street, Osage, Iowa 50461 writes: 'In response to the letters in the A hum about the difference between the Reeves and the Case engines I had a 20 HP Case and a 65 HP Case and a 20 HP Simple Reeves. With my experience the 20 Reeves would stay with the 65 Case. It had more power than the 20 HP Case. I have been running steam engines since I was 12 years old. Gas took over and so I started again 20 years ago. I own five steam engines now: 1 Port Huron compound, 1 Rumely double, 1 65 Case, 1 80 Case and 1 Reeves. I use them at our steam engines show, held near Charles City, Iowa.'

The following two pictures were sent by BLAKE MALKAMAKI, 10839 Girdled Road, Concord, Ohio 44077, Phone 352-4847.

1) Threshing at Blair farm, Petrolia, Pennsylvania with 16 HP 20th Century engine, built at Boyntown, Pa., in 1916. Charlie McMurray is firing the engine and Harold Blair is pitching bundles. The 20th Century is a double cylinder under mounted engine with two speeds. (Photo by Blake)

2) A very good 22 HP Huber engine operated by Dean Dillaman, West Sunbury, Pa. Engine owned by Dean and Harold Blair, Petrolia, Pa. (Photo by Blake)

A communication with three pictures comes from one of our faithful contributors, MORRIS BLOM-GREN, Route 1, (Falun) Siren, Wisconsin 54872: 'This number one picture is of Hardy Lindblad's 20-60 Case steamer with the super heater which he built and put in it. I was wondering if there are any other traction engines with this on them. I have heard of Railroads with this, but no other traction engines.

'I sawed 30 thousand feet of hard maple yo yos, 25/8' by 25/8', any length. The first picture shows us sawing at Lindblads. The yo yos were made at Luck, Wisconsin by a fellow who had a factory there in the 50s. His name was Duncan. While sawing for Hardy, we would get in about six hours a day mill run.

'I had cows to milk in the morning and also hauled the milk to Falun Creamery before I drove 12 miles with the truck to get to Hardys. Hardy had, I think, about a 37 Ford V8 truck for hauling water when he did his custom threshing for many, many years.

'This is what we used for hauling water when I sawed there. He had 9-50 gallon barrels 3-3-3 welded in sections of 3' each with this super heated 20-60 Case 1910. We could saw two 6 hour days using 450 gallons of water whereas with my 25-75 Minneapolis at my place, I used 800 gallons of water in 6 hours planning lumber. When planning lumber it is a steady pull, where on the mill, it more or less is only when there is a log, or turning the edger. When sawing for Hardy, the saw was not running as fast as it should, so I asked him if he could set the governor to a little faster so he did. He had been running it years at the same speed. The spindle was used only in the one place when he set it to run faster. When I came through the first cut on the first log, the governor stuck wide open. Well, Jens Hanson of Luck, Wisconsin was firing the engine. He said it was only about a minute till he got it stopped, but it was lucky everything held for that speed. Later Hardy put a wire from the governor to the sawmill so Howard Roberts who was running the edge could shut it off. I built this mill in '52 or '53.

'I built my first sawmill in 1940. I have been sawing lumber every year since. The day I sawed of this year was Nov. 27,1986; 1700 some feet of basswood for Lloyd Lunden, Sr. Frozen basswood saws nicer when it is frozen than when thawed out, but not so with jack pine. I used to saw jack pine when 0° or 10° below and it would often break the bits.

'In these later years, I have had no hired help when sawing for myself and all alone at one time sawed 33 thousand feet of basswood and one time sawed 34 thousand jack pine. White pine, I had lots more, but never kept track. I sawed white pine for myself, boards over 25' wide still have some around here. I have sawed lumber for most everybody around here for miles.

'In all the years I have worked for people, if they did not pay me, I never asked them for the money or ever sent a bill to anyone. So I have money coming from someone in every cemetery in all four directions from my place.

'In the fall of 1937 my folks bought me a new 6-roll New Idea corn shredder. I was not legally old enough to be out working with machinery at that time, but did anyway. As long as no one got hurt, I supposed nothing would be said. I came close one time as the rollers took the glove of my right hand and nipped the top of my longest finger on my right hand.

'I used to do custom corn shredding and threshing for about 75 farmers every fall until in the late 50s. I ran the New Idea for 11 years and in 1949 I bought a New Rosenthal. I still have the Rosenthal and the N.S 28-46 separator which was new in 1926.

'When I was sawing for Hardy, Jens Hanson of Luck, Wisconsin was firing the engines. He was there before the rest of us to fire up and get water for the engine. Hardy also had a few cattle at the time, in '52 or '53.

'Hardy also had a bull and he never believed in having a ring in the bull's nose, so he had a chain around his neck. One evening he had tied him to the back of the truck for eating some grass over night. Next morning, Jens got in the truck to go get some water. The mill was about half forty west of the house and the trout stream about half forty north of the house. Well, Jens took off with that V8 and the bull had to do his best to go along. Hardy was in the house for breakfast at the time. He ran out and got him stopped before he made it all the way.

'Number two picture is of my sawmill at my place in the 50s.

'Number three picture we were sawing at my place in the late 50s.

'I see by the Dec. 1986 GEM page 31, they are going to run higher insurance rates for shows having alcohol on the grounds. I think that is a very good idea. It surely is nice to come to a show without this at all times be sober, for we know not the time nor the hour.'

'Enclosed is a picture of our Dun-bar Popcorn Wagon mounted on a 1929 Chevrolet 1 ton truck. We are restoring this wagon and writing a history of Dunbar & Co. We purchased the wagon approximately one year ago at an estate sale. It had been in use in our town for 47 years. We purchased it to maintain a tradition in our small Midwestern town without knowing anything about popcorn or popcorn wagons. What a difference one year can make in one's interests. The wagon has essentially all of the original parts-poppers, peanut roaster, original steam engine, automatic buttering device and is still run only on steam. Presently we are looking for more information on the company.

'Mr. Charles F. Dunbar developed a rotary dry popper while working at C. Cretors & Co. In 1900 Mr. Dunbar started his own factory in Chicago after a disagreement with Mr. Charles Cretors about the advantages of dry popping over wet popping. The wet versus dry popping debate is not new.

'The Dunbar steam engines look almost identical to the Cretors engines but the steam chest cover says D & Co. and lists a serial number and models after 1922 have governor springs attached to the ball weights. '

This writing comes from BRUCE AND DARLENE ANDERSON, Doc's Popcorn Company, 2725 Fox Farm Road, Worthington, Minnesota 56187, 507-372-2869.

With deep regrets I must report a grave error on my partas in the 1987 Mar/Apr issue I had printed an interesting letter from one of our younger steam enthusiasts and forgot to enter his full name and address. It was on page 15, about a third down the page, first column. This writing was from MARK FARNSWORTH, 1641 Tolley Drive, Sissonville, West Virginia 25320. I thought I was beyond making a mistake such as that but I guess we're never to old to err. Please forgive!

JOE PROCHASKA, Box 156, Abie, Nebraska 68001 is wondering if someone has or makes decals for a size Case steam tractor. He would like to repaint his engine. If you have an address, we will be glad to know about it.

Following is a letter from JOHN STEEL, Route 1, Box 405G, Dover, Ohio 44622: 'I am enclosing a photograph of an old Russell engine and corn husker shredder which appeared in the Budget newspaper some time ago. It was taken on Main Street in Baltic, Ohio, a small rural village near my great grandparents' farm. My brother and I now own this farm which has been in our family since acquired from the government in approximately 1845.

'I am told that Russell had a machinery dealership in Baltic so this and our close location to Massillon, Ohio (about 20 miles) explains why Russell engines are plentiful in our area.

'We enjoy your magazine and read it cover to cover. Our dairy farm operation limits us to traveling too far from home to other shows with the engines but the magazine helps to keep us up to date.

'Many of you old-timers may remember Harry Moomaw. He was a close neighbor to our farm here at Dover. He was a Case man through and through, owning a 65 and 80 HP Case at one time. I guess that is where we get our love for Case engines.

'I am a bit amused at the excuses made for the large number of Case engines sold. Face it fellows! A good product sells itself! Enough said!

'Although we have two Case engines and I am very prejudiced of Case, I can appreciate all the old engines and enjoy having some fun on the subject. Keep up the good work, Anna Mae. (Only if you good folks keep sending me the material to keep it interesting. Thank you allletters have been coining much better keep it up!)

These five pictures were sent to us by VERNON OAKLAND, Historical Montana Museum, Clermont, Iowa 52135. He says: 'I work at Montana Museum here in Clermont, Iowa where I found these pictures. I thought it might be of interest to many of your readers. They are on a glass negative and I don't know the people or anything about them. We think they were taken about 90 to 100 years ago.' (Perhaps we will get some data, dates and places from our subscribersor at least suggestions. Let's hear from you.)

Time to put this column to rest Folks and in closing some wise thoughts Blessed is the man who is too busy to worry in the day and too tired to lie awake at night ... Common sense is seeing things as they are, and doing things as they should be done ... In signing off think upon this YOUR OWN VERSION You are writing a Gospel, A chapter each day, By deeds that you do, By words that you say. Men read what

you write, Whether faithless or true, Say, what is the GOSPEL According to YOU? Gilbert ... That's all for now and remember God loves you and I do too.

'While visiting Ben Markley's collection of steam engines in 1960, I ran into this Garr. Of course, I had seen many Garr Scott engines, but this was my first Garr. I wonder how they cleaned the flues.' Haston St. Clair, R.R. 1, Box 140-A, Holden, MO 64040.