Logging railroads are never precise until after they cease to be
logging roads and become public carriers. On such roads steep
grades, sharp curves, uneven track, light rails and bridges are not
exceptions, but the rule, justified by economy and experience. For
the usefulness of logging roads decreases with time in proportion to
the efficiency of the locomotives used upon them. As soon as the
timber in a district tapped by a logging road is cut, the value of
that road as a logging road is gone, and it must be either
abandoned, or, if conditions warrant, converted into a standard,
public carrier.
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gearedsteam.com
It is for just such logging roads that the Heisler Locomotive
Works, Erie, Pa., builds its "Geared Steam Locomotives." On logging
roads the geared locomotive is the right engine in the right place.
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In order to obtain the greatest traction, it is essential that
all of the weight be upon the driving wheels, but on sharp curves
and uneven track a long, rigid wheel base is impracticable. The
Heisler geared locomotives carry all the weight upon the drive
wheels, but instead of a long, rigid wheel base, have two or more
swiveling trucks. This arrangement not only enables the engine to
maintain a fair speed over sharp curves and uneven track, but by
distributing the weight over a greater length of track, eliminates
the necessity for numerous ties, heavy rails and bridges, and this
in turn, means a large reduction in the investment necessary to
construct each mile of track. This saving is effected in several
ways. The cost of rails is often reduced one-half; the number of
ties required is much smaller; the roadbed can be graded and
ballasted for much less; and the building of bridges is cheaper.
Moreover, when compared to a direct-connected locomotive, the first
cost of a geared engine is less for a given amount of tractive
power. ***** DO
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gearedsteam.com
Upon closer inspection another important advantage of the geared
over the direct-connected engine for service on private lines
becomes apparent. The safe speed of any type of locomotive for such
service is from six to 12 miles and hour, and at these speeds a
direct-connected locomotive has a very slow piston speed and
therefore a defective draft. This difficulty the geared locomotive
remedies by means of its gear ratios which give a higher rotative
speed to the engines, resulting in higher piston speed. In addition,
more frequent exhausts give a better draft in the fire box,
resulting in better steaming, while reduced cylinder condensation
means still more economy under the conditions obtaining upon timber
roads. ***** DO NOT
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The company points to its 22 years of practical experience in
this specialized field, to its corps of technically trained
engineers and practical operators, and its careful testing and adaption (sic) of all improvements. But the company also
takes pride in showing the actual work of the engine itself, and the
detailed mechanical features which it claims are largely responsible
for the success of the Heisler geared locomotive in its chosen field
of work. Among the most important of these features are the
following: ***** DO NOT
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Simplicity, the best materials, thorough workmanship, especially
in careful machining and fitting, obtaining efficiency and
durability. Great flexibility avoids a tendency to leave the rails
on sharp curves and also reduces the loss of power due to flange
resistance and internal friction, thus preventing abnormal wear of
tire flanges and driving mechanism. The apt design of the heavily
proportioned truck constructed entirely of iron, steel and bronze,
prevents the truck from getting out of square when running on curves
or even over obstructions and leaves it independent of the gear
frame, eliminating abnormal strains. The independent steel gear
frame, carefully planed and bored, is fitted with long, machined
phosphor-bronze axle and shaft bearings that can be quickly taken up
for wear or replaced without affecting the exact alignment of the
gears, also rigidly maintains in accurate alignment the enclosed
oil-submerged and noiseless steel bevel gears. The very heavy gears
have extra large wearing surface, and even when much worn, withstand
severe shocks without breaking. The axle gears are easily removed
being clamped so they can be readily replaced on the road by any
intelligent engineer without the use of special appliances. Large
boiler capacity and liberal cylinder volume in proportion to weight
of the locomotive enable it to start heavy loads, and when started,
maintain good speed, while using steam expansively and economically
without causing unnecessary drain upon the boiler even when hauling
maximum loads. Parts subjected to most wear are so arranged that
they may be replaced by inexpensive duplicates, which are so
carefully machined they may be replaced on the road by the engineer
without special tools or appliances. All bearings are of
phosphor-bronze, adjustable for wear, and are provided with
efficient oiling devices. The universal couplings are self oiling,
and fitted with removable bronze bushings, easily replaced on the
road. The motor engines have balanced slide valves of the simplest
possible construction located so as to be easily inspected and
repaired. All bolts and nuts carry self locking devices, and the
weight on all drivers is as nearly equal as possible.
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The drive shaft of the Heisler locomotive is placed centrally and
this location permits a proper protection from snow, grit and sand
carried over by the drivers. The engine is symmetrically constructed
and can be changed from wide to narrow gauge, or vice versa, by
merely shortening the driving axles, swivel bars and spring bolsters
as all other parts are interchangeable.
Realizing the frequent absence of roundhouse and machine shop
facilities on many logging railways, the company has planned its
engines and its service so as to eliminate the necessity for such
facilities. All parts are standardized and carried in stock.
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