SOOT IN THE FLUES

In the fall of 1979 at the Central North Dakota Steam Threshers
Show at New Rockford, North Dakota I was talking with Mr.
Woodmansee and asked him if he knew what became of Justin
Hingten’s 110 Case and he told me it was at Mt. Pleasant, Iowa,
which leads me to believe the one pictured is the same engine.
Perhaps someone can verify this, or set me straight if I am
wrong.

When this engine threshed around here it did not have a cab, but
that was put on by Mr. Hingten when he restored it.

Nels Nelson used this engine to power a 40 x 60 Minneapolis
separator. 1915 was a big crop year, and although I was too young
to remember much about it, I have heard that they had 12 bundle
teams with two men to each team, one or two tank teams, engineer,
separator man, oiler, night watchman and two cooks in the cook car.
It rained for three weeks that fall and this outfit was camped on
one of our rented farms. Finally Mr. Nelson moved the teams and
cook car home to his place at Union, but the day they moved back,
it started to rain again. Nels threshed for us again in 1921 and
this is the first steam engine I ever got to ride.

Changing the subject, the unclassified photo #4 on page 29 of
the Jan.-Feb. Album looks to me like a Twin City 40 tractor.

I might add that a good friend of mine, Mr. William Swanson of
Milton, North Dakota, age 73, died recently as the result of a fall
at his farm home. Mr. Swanson was a steam engine and threshing
enthusiast and a subscriber to the Iron-Men Album. He had a large
collection of stationary gas engines and also some antique cars. It
was through Mr. Swanson that I first became a subscriber to
I.M.A.

Seeking your help, this appeal comes from JOHN LAUE, Box 29,
Wolf Road, Geneseo, Illinois 61254: ‘I have recently acquired
parts of a Wood Bros. 30 HP double geared plow engine. I need a lot
of help if I’m ever going to get it restored. It is a big
engine, 38′ boiler, 82 flues. I would like to hear from anyone
who knows of, or anything about these engines. I am told that there
were only five or six of this size made. I am going to have to have
gears cast. Would you please mention that I would like to hear from
anyone that can give me help, with pictures, advice, or if they
have an engine like this one, I would like to talk with
them.’

Hoping you will assist in engine numbers, this statement comes
from HERB E. BECKEMEYER, R.R. 2, Box 159, Champaign, Illinois
61820, (white shirt engineer)Herb said that, not I. ‘I have
been for years trying to put together a complete list of A.D. Baker
steam traction engines, and would you believe there are about 100
still alive in the United States that I know of. I would like to
know the owners of the following number engines: Engine number
1077, 1329, 1358, 1511, 1564, 1596, 1610, 16150, 16159, 16280,
17305, 17306, 17538, 17545, 17550, 17662, 17783.

There are engines in Canada which I don’t have and probably
some in the United States. I hope these Baker people will contact
me and if they so desire, I will send them a copy of all Baker
engine owners, serial numbers and horsepower.

Enclosed find a picture of my A. D. Baker engine #16389, 21 x 75
HP. I also own a 25 x 50 gas tractor, serial #G30282.

A. L. HEILAND, 15323 C. R. 25A, Anna, Ohio 45302 has some
information go give us on a picture in Jan.-Feb. 1981 Iron Men
Album Magazine. ‘It is a Huber steam engine and sawmill. It is
an old style Huber engine with a square rear axle with the springs
in the wheel hub and straight cleats on the rear wheels. All later
models have a round axle and no springs with a V style cleat
arrangement on the rear wheel.

The top posts run all the way down side of the boiler while the
later models had a bracket bolted on the side of the boiler, then
the top posts were bolted on to it. I also see this engine has a
compound cylinder which they only used this type for a while. It
doesn’t have a friction clutch, only a pin to drive the
gearing. If I had the serial number, I could tell the date it was
built. I do have all the Huber catalogs with builder’s dates
and who was the first owner.

The engine must be around 1890 with the pin drive and straight
flywheel spokes as for the compound, the catalog shows the first
models in 1897 and the last in 1902. This is about all the
information I can come up with at this time.’

Anyone out there have more research material on the Bryan steam
tractor made in Peru, Indiana? If so, CARL BEEBOUT, 141 Callan
Avenue, Evanston, Illinois 60202 has requested you send us a story
to put in the Iron-Men Album as many folks would probably
appreciate it.

Minneapolis engine fans will be most interested in hearing from
DR. GERALD D. PARKER, Box 520, Casselton, North Dakota 58012 as he
writes: ‘I have recently acquired the production records of the
Minneapolis Threshing Company, 1890-1924. I am in the process of
analyzing these records and hope to be able to make my findings
available some time in the near future. In the meantime I would
like to develop a registry of all existing Minneapolis traction
engines. All who own a Minneapolis should write to me giving the
serial number on their engine. In return, I will look up the engine
and give all available information back to the owner. We are lucky
that any records exist at all as most of the important records were
lost in the dissolution of the company in recent years. The records
that I have are quite complete and contain a wealth of information.
Any help that you can give me in this project would be greatly
appreciated.’

A letter comes regarding the March-April unclassified photos. It
is from WALT THAYER, Wenatchee, Washington 98801. ‘No. 1the
Bates steel mule was a name sometimes given to early day Fordson
tractors with Crawler tracks. Fordson never made a Crawler, so the
Cat tracks were either factory made elsewhere, or made by various
mechanics. Here within Wenatchee’s city limits a Fordson
crawler is rusting away in a private driveway. The owner would
rather see it rust away, then sell it and see it restored. No.
2looks like a Case outfit, but there is not much to identify it.
No. 3looks very much like a Minneapolis or a Buffalo Pitts or a
Case, but I’ll settle on the Minnie. No. 4A real
‘oldie’, but looks like a Russell or Aultman Taylor. No.
5looks like a big Minnie or Nichols & Shepard. No. 6It’s a
water tank or water wagon for a Reeves or at least it was
originally with a Reeves. No. 7 Hard to tell what make it is by the
stack and smoke box. I’ll make a wild guess it is an old Avery,
but remember I spent most of my time on ‘hot and cold
ballast’ between the rails. How about a picture of a
Flex-Thread tractor or the Shandoney Hitch?’

A note from A. W. BLACK-WOOD, 480 Clear Brook Road, Orange,
Connecticut 06477: ‘Thank you for publishing Carl Lathrop’s
article on the economics of backyard power generation. It’s not
the message we want to hear, but the unfortunate fact is that only
the incredible efficiency of the large central power plant makes
electricity as cheap as it is.’

The following letter comes from JOHN A. FONTANA Z A/E, U.S.N.S.
H.H. Hess, FPO 96667, San Francisco, California. This letter is not
about engines, but about a subject that is interesting to many of
you engine men. ‘Really enjoy your fine magazine, the article
on A Specialized Sawmillit was really good, but unfortunately a
little late for me. I had about six nice walnut logs two summers
ago. A neighbor sawed them for me. After making several inquiries
and getting many suggestions, we decided on stacking lumber on
lastings (a sort of surveyor’s stake) and it cracked quite
badly, even tried hanging it in hayloft, still cracked. Anyway,
maybe someone knows how to seal the cracks and how long should the
lumber dry before I can use it? Too bad I never thought of writing
you a couple of years agooh well, live and learn!

I am currently 2nd Assistant on this cargo ship. It is steam
turbine 22500 horsepower, mostly automated, and makes about 25.8
knots. I am always looking forward to the next issue of
I.M.A.’

(Now fellas, there is a new question, as I don’t believe
anyone has ever asked about the lumber in this column. I am sure
there are some lumber experts out there that can answer John’s
letter.)

Many points to ponder comes through this writing of MELVIN R.
GRENVIK, 115-1st Avenue N.6, Kenmare, North Dakota 58746: ‘I
didn’t write on the unclassified pictures in the Jan.-Feb.
issues, but I find that in the March-April issue, some incorrect
identifications were made; so I’ll do my bit to set it
straight. My purpose is not to pick apart anyone’s work, or to
criticizeonly to inform. I also, am prone to error.

Re the Jan-Feb. photos, in order:

1.  This is not a Case, but an Advance 22
HP. Some identifying features are the cylinder set far forward
nearly alongside the smokestack, much like the Russell enginesalso
the absence of a feed-water heater, used on all Case engines.
Incidentally, this same bridge accident scene is shown in the
unclassified photos in the March-April 1979 issue, with the shot
taken from the right front of the engine, instead of the left.

2.  I had decided this road roller was
made by Aveling & Porter in England, as explained in this last
issue, in the letter from Mr. David Gray of Woodbury, Long Island.
But, I could not even have guessed at the horsepower or other
details.

3.  This engine is an A. W. Stevens, built
about 1900. The giveaway on this one is the half-moon guard
outboard and below the crank disc. This engine is pictured in
Norbeck’s Album.

4.  Here is the Old Man of the Mountain,
the most powerful gas tractor built in America at that time, rated
60-90 HP and designed to pull 14 plows. People who have run this
tractor report pulling 16 plows very handily. Power plant is 6
cylinder, 7′ bore and 9′ stroke. It was the biggest of a
family of four sizes being built by Twin City around 1917.

5.  If the gentleman operating the log saw
in this picture stayed in that position very long, he probably lost
some keys and change from his pockets. (You are right-pix. is
upside down.)

6.  This is indeed a Case and judging from
the diameter of the boiler barrel, I’d say 60 HP.

7.  The young fellow in this picture is
leaning against the flywheel of a Rumely double cylinder16 or 20
HP. The drive wheel construction and especially the grouters, are
solid I.D. marks, plus the position of the crankshaft and
flywheel.

The picture on page 17 of March-April came as a real shock. I
had thought as I’m sure many have, that the 150 HP Giant Case
experimental engines were all long gone. This must be certainly the
only one in existence. Reports vary as to the total number
originally built. Some say 3, some 6 and some 9. I wonder if the
Case people have records of it anywhere?

I didn’t really mean to be so long-winded. Everyone on the
magazine staff deserves, and gets, the sincerest of congratulations
for a publishing job well done; and I’m sure the continuing
good wishes from all readers.’ (Thanks Melvin, we appreciate
the comments.)

Another comment on the big Case engine comes from RANDY E.
SCHWERIN, Route 2, Sumner, Iowa 50674: ‘I have been a
subscriber of your fine magazine for about 10 years now and look
forward to every issue. On page 17 of March-April issue there is a
picture of a Case engine labeled as a 150 HP size. I felt compelled
to write and shed some light on this particular engine. It is
housed at the House on the Rock near Spring Green, Wisconsin and is
well worth the trip to see this splendid, engine along with all the
other attractions there. The point is thisthe engine pictured is
not a 150, but only a 110 HP. The fact that it is parked on a
raised platform and having a lot of extra brass and ornamental
lighting, etc. makes it appear larger. I have viewed the engine on
three or four different occasions and I am sure that anyone
acquainted with 110 Case engines and interested in the matter would
agree after seeing it themselves.’

And one more writing concerning the above mentioned enginethis
one comes from GENE DRUM-MOND, 15509 Drummond Road, Orient, Ohio
43146: ‘The reason that I write is that I am very interested in
the big steam engine that is pictured on page 17 of the March-April
’81 issue. The caption with the picture states that the engine
is a 150 HP Case, which is the largest engine built by that
company. Over the years much has been written about the Case
Company and the steam engines they built. In all this data printed
on the history of the Case engines, all that is said to remain of
the big 150 Case road locomotive is a boiler. This boiler is owned
by Mr. George Hedtke of Davis Junction, Illinois. Now after all
these years a rather dark picture of a huge traction engine is
printed with the claim that it is a 150 HP Case. I would like to
see more date in IMA on this mystery engine.’

Now, after reading the above letters, I must tell you to look
for the NOTICE in this magazine from RAY URBAINZICK, 2815 N. 57,
Milwaukee, Wisconsin 53210. It is NOT a 150 Case.
It is a 110 Case. AND Ray did not send this
picture in someone else did and we don’t know who it wasbut
they used Ray’s name. Please, members of our
IMA family, don’t ever do that without permission of the person
whose name you are using. It causes a great deal of trouble and
also reflects on the honesty and sincerity of this publication.
Thank you.

Commenting on a picture from March-April a notice comes from
FLOYD ELLIS, Belle Glade, Florida 33430: ‘The unclassified
photo, number 4, the man at the wheel is my first cousin, Cecil
Ellis, Clinton, Illinois. The man with the hat looks like our Uncle
Henry from Newton, Illinois. Cecil began running steam engines in
his teens, moved to Clinton and railroaded until retirement. Had
his own thresher in the 30s and died about 4 years ago. This
picture must have been taken in the mid 30s.’

JOHN W. BREELAN, Route 2, Box 114, Washington, West Virginia
26181 sends a message to all engine, steam and gas enthusiasts out
in New Mexico. He plans to visit Albuquerque for two weeks during
June and would like to hear from youhis future friends. Don’t
let him downif you are interested in the same hobby, he’ll be
more than happy to hear from you.

A. G. McCONNELL, R.R. 1, Box 37, Danville, Kentucky 40422 sends
this interesting write-up and background of Lee Injector Co. First,
his introductory letter: ‘In going through some old family
papers, I ran across a scrap of old newspaper which had the
following ad. I do not know the date, nor the name of the old
newspaper. Since the Penberthy injector is so popular with
Iron-Men, I thought you might like to have a copy of the
clipping.

It is interesting to note that great emphasis is put on Mr.
Lee’s character and religious convictions. This is quite
different from today’s view. It seems as any mention of morals
or religion is offensive in today’s world.’

We present herewith a sketch of Mr. Lee, one of the pioneers in
the manufacture of injectors, who also represents the typical
self-made American. He was raised on a farm and his early education
was obtained at the district school. At the age of 17 he decided to
start for himself, but at the outbreak of the Civil War enlisted
and fought throughout the entire campaign. On his return home he
entered commercial life which he followed until 1872 as a traveling
salesman. In 1885 he became interested in the injector business. On
retiring from the road in 1897 Mr. Lee incorporated the original
Lee-Penberthy Mfg. Co., and later merged into the Lee Injector
Manufacturing Company, of which concern he was elected president
and general manager. It was through his energy that the Lee Ball
Valve Automatic Injector and Lee Ball Check Valve and other
specialties manufactured by his company were developed. For 13
years Mr. Lee was continuously on the road in the interests of the
injector business, covering the United States, British possessions,
West Indies, and Mexico.

In politics he was always a staunch Republican, but never sought
public office. For 33 years he was a Mason, being a member of
Palestine Lodge, King Cyrus Chapter, Monroe Council, also a member
of Fairbanks Post, G. A. R., No. 17, also a member of Star Lodge,
No. 13 Independent Order United Workmen. A liberal thinker on
religious matters, he held a pew in the Congregational Baptist
Church. A man of domestic tasts, he was never so happy as when home
with his family, and proud of the fact that he never drank, smoked,
or chewed.

Mr. Lee has probably written more instructive articles on
injectors than any other manufacturer in America, and as an expert,
ranks without a peer. This company manufactures a complete line of
goods which are shipped to all parts of the civilized world, and
represented by an able corps of traveling men. Mr. Lee is also
treasurer and director of the Wheel Truing Brake Shoe Company of
Detroit.

A little story to ponder. It comes from Wellsprings of Wisdom by
Ralph L. Woods and is called The Balancing of Memories. From
ancient Greece comes the story of a woman who died and arrived at
the River Styx to be ferried to the realm of departed spirits.
Charon, the ferryman, told the woman that she was permitted to
drink of the waters of Lethe if she wanted to forget the life she
had just left. ‘Of course,’ added Charon, ‘you would
then forget past joys as well as past sorrows.’

‘Then I would forget all I have suffered,’ said the
woman.

‘And your many occasions of rejoicing,’ reminded
Charon.

‘But my failuresI’d forget them, too,’ continued the
woman.

‘And also your triumphs,’ said Charon.

‘And the times I have borne people’s hatred,’ added
the woman.

‘True,’ said Charon, ‘but you also would forget how
you have been loved.’

The woman stopped to weigh the whole question, and finally
decided not to sip of the waters of Lethe; it was not worth being
rid of the memory of life’s sorrows and failures, if one must
at the same time lose the memory of life’s happiness and
love.

(Tis only a story folks, but it does require some
considerationit also reminds me of the ring Elmer Ritz-man used to
wear. On it was printed the wordsThis Too Shall Passmeaning of
course no matter how happy, or how sad you may bethis too shall
passwould do us good to remember thissomehow it helps.) And in
closing a few quotes. Worry is like a rocking chair; it will give
you something to do, but it won’t get you anywhere.–The ones
whom you should try and get even with are the ones who have helped
you.–If you think you have no faults, that makes one more. Love
‘ya!

Steamcerely, Anna Mae