Farm Collector

SOOT IN THE FLUES

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.

  • Published on May 1, 1987
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