ay 1993

NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

THE CALL BOARD 3

THI y

A C!
By Don Barbeau
Depending on the perspective, purpose and/or perspicacity of the presenter, the account of events near Batavia (NY) on May 10, 1893 may read as follows: The high-drivered, smoke eructing steed of steel known as the 999, with relentless

yunn
acceleration, was driving toward destiny. The mostcapableengineman of that era inched the throttle wider and wider until the "Empire State Express" had traveled in excess of 100 miles-per -hour. It was humanity' s first eclipse of the century mark and the rat race quickened irrevocably. The 999's accomplishment was truly fabulous! But was it also partly fabulous (in the other sense of the word)? When built at West Albany in early 1893, the 62-ton 4-4-0 was fitted with 86-inch diameter drive wheels. The size of the drivers represented a diameter increase of from two to six inches over those applied to the

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The 999 became a symbol of speed as she broke the century mark. Here she is at Grand Central Station. (Collection of the Railroad Museum of Pennsylvania)

4 THE CALL BOARD

NEWSLETTER

OF THE MOHAWK & HUDSON CHAPTER, N.R.H.S.

May 1993

throttle, what was he doing? Don' t tell me the 999 did it all of her own free will! Charles Hogan was skillfully working the Johnson bar to hook up the valve gear. That's how steam locomotives accelerate. He may have worked the 999 full throttle to overcome inertia when the train was leaving the station, but he soon began hooking up the valve gear and gradually backing off the throttle. I know it lacks dramatics, but indicator card readings document that from half to no more than three quarter throttle, when the gear is hooked up, allows for the fastest running by further reducing cylinder backpressure. Anotherthwart to theatrics is that exhaust steam fully expanded draws very little smoke. This supports allegations that a photo lab added the smoke to photographs of the racing 999. But this is the centenary of the 999' s great triumph, and I wish only to honor the immortal speed queen. Dramatics are probably preferable to technical explanations. So let' smake a deal. I'll omit additional particulars as to why 999 possessed super ferroequine speed, if you will acknowledge that she did approximately what history claims she did on May 10,1893. And I'll even throw in apromise not to chortle derisively when I read the next ten accounts of Charlie pulling the throttle farther and farther as the smoke poured furiously from the stack. Agreed? Agreed!

The locomotive shop at West Albany probably hadn't changed much between the time this photo was taken and when the 999 was constructed about fifteen years later. It wouldn't be long, though, before the locomotive shop was rebuilt to accommodate larger locomotives brought by the rapidly changing technology of a prosperous railroad industry. (Collection of Dick Barrett)
various locomotives which had already poised the industry on the threshold of 100 mph operations. Like most locomotives of her time, she was small enough to still accommodate Stephenson valve gear, which had the specific ability to increase the lead (advance steam admission) as the gear was hooked up. The combination of the higher drivers and the increasable lead leaves no doubt in my mind that the 999 as builthad the potential to exceed 100 mph. Whether or not the ''Empire State Express" actually hit 112.5 mph on that fateful day, I have no method of determining. But regardless of the specific clocking, I remain content that the century mark was exceeded on May 10, 1893 by New York Central and Hudson River Railroad Class N 4-4-0 No. 999. I also remain confident that the time worn accountof engineman Charles Hogan inching out the throttle wider and wider is bogus. No less an authority than the Pyle-National Company early this century proclaimed it highly improbable that any steam locomotive could attain maximum speed at full throttle. Hold it right there! If 01' Charlie wasn't working the

999's Specifications
As she rolled out of West Albany, the ClassN 4-4-0 measured as follows in working order: Engine Weight 62 tons Tender Weight .40 tons Total Weight 102 tons Boiler Pressure 180 Ibs. Driver Diameter 86 ins. Tractive Effort 15,415 Ibs.

The 999 was photographed by the author on a rainy day as the September, 1959 railroad exhibit in Albany is being assembled.

May 1993

NEWSLETTER OF THE MOHAWK & HUDSON CHAPTER, 'N.R.H.S.

THE: CALL BOARD 5

The 999 and the New York Central's last remaining "Mohawk" steam locomotive, No. 2933, are seen in November of 1960 at what remains of the Selkirk roundhouse. The 999 later went to the Museum of Science and Industry in Chicago, while the 2933 was sent to the Museum of Transport in St. Louis. (Photo by Don Barbeau)

~EWYORK

(NTRAL
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e 999 was placed on public lbltlon at Selkirk in June of S. Though her drivers, pilot , or tank had been replaced cated and a number of ges had been made, -n known as a symbol s .ee and progress. Ue4::t"1on 'ok Barrett)