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[[Image:Wm Mason1.jpg|thumb|300px|The ''Wm. Mason'', an 1874 0-6-6 Mason Bogie and the first locomotive with [[Walschaerts valve gear]] built in the United States. Note the intricate decorative work.]] |
[[Image:Wm Mason1.jpg|thumb|300px|The ''Wm. Mason'', an 1874 0-6-6 Mason Bogie and the first locomotive with [[Walschaerts valve gear]] built in the United States. Note the intricate decorative work.]] |
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[[Image:BRBL 6 Bldr.jpg|thumb|300px|Boston, Revere Beach & Lynn #6, an 1886 product of Mason Machine Works. |
[[Image:BRBL 6 Bldr.jpg|thumb|300px|Boston, Revere Beach & Lynn #6, an 1886 product of Mason Machine Works. This is a 2-4-4 Mason Bogie. Note the deep firebox permitted by this configuration, and the high reversing shaft (below the bell) with a long lifting link to the valve gear radius rod.]][[Image:MasonMachineWorks-10.jpg|thumb|300px|2-4-4T Mason Bogie #10. Mason Machine Works, Taunton, MA. Built 1887. Photo location: Behind the Lynn, MA Train Station of the Boston, Revere Beach and Lynn Railroad. Photo Source: Lynn Museum.]] |
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| ⚫ | '''Mason Bogie locomotives''' (also known as '''Mason Fairlie locomotives''') are a type of [[articulated locomotive|articulated]] [[tank locomotive]] suited for sharp curves and uneven track, once commonly used on [[narrow-gauge railway]]s in the [[United States]]. The design is a development of the [[Single Fairlie locomotive]]. |
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The American licensee of the [[Fairlie locomotive|Fairlie]] Patent steam locomotive was the firm of [[William Mason (locomotive builder)|William Mason]], located in [[Taunton, Massachusetts]]. Mason's first Fairlie locomotive was the ''Janus'', an {{whyte|0-6-6-0|T}} [[Double Fairlie]] built in 1871.<ref name="Fisher">{{cite news |last=Fisher |first=Charles E. |date=November 1936 |title=Mason's Bogies |url=https://www.jstor.org/stable/43519767 |work=The Railway and Locomotive Historical Society Bulletin |jstor=43519767 |access-date=November 15, 2023}}</ref> |
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''Janus'' was not commercially successful and was not repeated, so Mason experimented with a different design. In 1869, a [[Single Fairlie]] locomotive {{whyte|0-4-4|T}} had been designed and constructed by [[Alexander McDonnell (engineer)|Alexander McDonnell]] for the [[Great Southern and Western Railway]] in [[Ireland]].<ref>{{cite news |work=Engineering |title=Double Bogie Tank Locomotive |url=https://books.google.com/books?id=cmw6AQAAMAAJ&pg=PR5 |page=180 |date=18 March 1870}}</ref> This had a single boiler with one articulated, powered truck beneath it and a second, unpowered truck beneath the cab and bunker. Mason developed a set of standard plans based on this design with modified steam delivery systems.<ref name=Fisher/> His first locomotive was the ''Onward'', a {{TrackGauge|3ft}} gauge 0-4-4T completed 1 July 1872. ''Onward'' would enter service on the [[American Fork Railroad]] shortly afterwards before being moved to the [[Eureka and Palisade Railroad]] in 1873.<ref name="Onward">{{cite web|url=https://utahrails.net/articles/mason-onward.php|title=William Mason's "Onward"|publisher=UtahRails|accessdate=15 November 2023}}</ref> |
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The American licensee of the [[Fairlie]] Patent steam locomotive was the firm of [[William Mason (locomotive builder)|William Mason]], located in [[Taunton, Massachusetts]]. It became obvious that, for all the Fairlie locomotive's advantages, its disadvantages outweighed them. Mason developed an improved design, called the Mason-Fairlie, or more commonly the Mason Bogie (the word [[bogie]] is the British word for [[truck]] in the railroad sense). Similar locomotives developed in England were known as [[Single Fairlie]]s. |
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| ⚫ | ''Onward'' was a largely successful engine, but certain design elements proved troublesome. Bolts worked loose, center castings were too light, and the steam pipes and gaskets were insufficient.<ref name=Fisher/><ref name="Onward"/> Mason redesigned the faulty castings and designed a new delivery system, in which the pivot point for the leading truck became a hollow ball joint through which the live steam for the cylinders passed.<ref>William Mason, Improvement in Locomotive Truck Engines, {{US patent|156031}}, granted Oct. 20, 1874.</ref><ref>William Mason, Induction-Pipe for Bogie-Locomotives, {{US patent|242464}}, granted June 7, 1881.</ref> Mason also developed a sliding seal for the exhaust from the moving cylinder saddle into the smoke box.<ref>William Mason, Improvement in Locomotives, {{US patent|177343}}, granted May 16, 1876.</ref> Although better, Mason's improvements took up much-needed space between the driving wheels, forcing Mason to use an outside valve gear (generally the [[Walschaerts valve gear]]). Additionally, the reversing shaft had to be mounted on top of the boiler, with a long lifting link dropping down to the radius rod, a feature unique to Mason Bogies due to the rotating truck and tight clearances.<ref name=Fisher/> |
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Mason's idea was to remove what American railroad men saw as the biggest disadvantages of the Fairlie - its cramped space for fuel and water caused by its double ended design (not very useful on American railroads where there was always ample room for a [[turntable (railroad)|turntable]] or [[wye (railroad)|wye]]), its cramped cab caused by the joined double boilers, and to some degree its poor riding. |
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Another problem with the early Bogies was poor tracking. Despite the drivers being articulated, excessive flange wear on the leading driver set required the use of a pilot truck.<ref name=Fisher/> Nonetheless, these engines were in high demand, and even ''Onward'' was brought back under UP from Nevada to the [[Utah and Northern Railway]] despite the protests from [[Nevada Central Railroad|Nevada Central]], which owned the locomotive.<ref name=Onward/> |
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He did this by removing one boiler of the double Fairlie and retaining only one power truck at the front. A much larger cab was fitted, and a fuel bunker and water tank behind the cab, supported by a [[trailing truck]]. The advantages of the Fairlie design were kept; the swivelling driven truck for a greater ability to negotiate curves, and the large open space between the trucks to fit a large [[Firebox (steam engine)|firebox]] unrestricted by the wheels. |
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148 Bogies were produced by the Mason Machine Works between 1872 and 1890, of which 96 were [[narrow gauge railway|narrow gauge]] units, the rest being [[standard gauge]].<ref>{{cite web|url=http://cprr.org/Museum/Books/I_ACCEPT_the_User_Agreement/Builders_Lists_DF_Hensley/MASON_HAVRON.pdf|title=Records of the Mason Locomotive Works, Taunton, Massachusetts|last=Havron|first=Michael|publisher=Railway & Locomotive Historical Society|accessdate=15 November 2023}}</ref><ref name="Bogies">{{cite web|url=https://www.pacificng.com/ref/mason/bogie/bogielist.htm|title=Single Boiler Fairlie Type Locomotives Constructed at the Mason Machine Works, 1871-1889|publisher=PacificNG|accessdate=15 November 2023}}</ref> This was about half the firm's total output of locomotives during this period. Major buyers included the [[Boston, Revere Beach and Lynn Railroad]], a suburban carrier which owned 32, the [[Denver, South Park and Pacific Railroad]], a Colorado common-carrier railroad which owned 23, the [[Manhattan Beach Branch|New York and Manhattan Beach Railroad]] which owned 17, and the [[Wheeling and Lake Erie Railway (1916-1988)|Wheeling and Lake Erie]] which was the largest standard gauge customer with 16 locomotives. |
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The best-known Mason Bogies were those of the Denver, South Park and Pacific, which were the largest built for narrow gauge.<ref name=Bogies/> Most of the smaller Bogies were used on the [[Utah and Northern Railway|Utah & Northern]] where they were found in 1884 as "large and powerful."<ref>{{cite web|url=https://utahrails.net/utahrails/utah-and-northern-ry-1878-1889.php|title=Utah & Northern Railway (1879-1889)|publisher=UtahRails|accessdate=15 November 2023}}</ref> Copies of the DSP&P's biggest engines were built for the Denver, Utah & Pacific, which sold them to the [[Burlington and Northwestern Railway]], a [[CB&Q]] subsidiary in [[Iowa]].<ref>Mason Bogie loco 2-8-6T narrow gauge B&NW #1 (c. 1890), [http://www.burlingtonroute.com/docs/library/subphoto/m.htm BRHS Subject-Photo index, page M] {{webarchive|url=https://web.archive.org/web/20140413133057/http://www.burlingtonroute.com/docs/library/subphoto/m.htm |date=2014-04-13 }}, Burlington Route Historical Society, May 28, 2013.</ref> The DSP&P engines were hard-used in Utah and all gone by 1894 except for one, which survived through a chain of owners until 1942.<ref>{{cite web|url=https://utahrails.net/up-steam-roster/up03-upsys1885-1898-00.php|title=Union Pacific System Roster, 1885-1898, Narrow Gauge|publisher=UtahRails|accessdate=15 November 2023}}</ref> |
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Approximately 146 Mason Bogies were produced by William Mason's firm between 1871 and 1890 when the firm built its last locomotive, of which 88 or so were [[narrow gauge railway|narrow gauge]] units, the rest being [[standard gauge]]. This was about half the firm's total output of locomotives during this period. Major buyers included the [[Boston, Revere Beach & Lynn Railroad]], a suburban carrier which owned 32, the [[Denver, South Park and Pacific Railroad]], a Colorado common-carrier railroad which owned 23, and the [[New York and Manhattan Beach Railroad]], another suburban carrier, which ran seventeen locomotives of this pattern. |
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The Boston, Revere Beach and Lynn Railroad almost exclusively used Mason Bogies and continued to order bogie types after Mason ceased locomotive production in 1890. <ref name=Fisher/> Copies were built first by the [[Taunton Locomotive Manufacturing Company]], then by [[Manchester Locomotive Works]] and finally by the [[American Locomotive Company]]. These were taken out of service when electrification was complete in 1928, except for two engines which were retained for snowfighting and work trains. |
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The best-known locomotives were those on the Denver, South Park & Pacific, and they rostered fairly large Mason Bogies, mostly of 2-6-6 and 2-8-6 wheel arrangements, and had a lot of success with them. Some of these locomotives were later sold to the [[Burlington and Northwestern Railway]], a [[CB&Q]] subsidiary in [[Iowa]].<ref>Mason Bogie loco 2-8-6T narrow gauge B&NW #1 (c1890), [http://www.burlingtonroute.com/docs/library/subphoto/m.htm BRHS Subject-Photo index, page M] {{webarchive|url=https://web.archive.org/web/20140413133057/http://www.burlingtonroute.com/docs/library/subphoto/m.htm |date=2014-04-13 }}, Burlington Route Historical Socitey, May 28, 2013.</ref> Another problem with the Fairlie design showed itself in Colorado, the surprisingly poor tracking of the powered bogie. It would both hunt, or wander, when on straight track, yet provide more resistance to turning when it hit curvature than might be thought. This manifested itself in much greater wear on wheels and track than might have been expected. |
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Snowfighting was found a considerable strength for Mason Bogies. F. G. Brownell of the Burlington & Lamoille found that their ''Mansfield'' could free itself from snowdrifts "higher than the cab" with minimal issue.<ref name=Fisher/> |
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The Boston, Revere Beach & Lynn Railroad continued to purchase Mason Bogies even after the closure of the William Mason factory, ordering similar locomotives from other builders as late as 1914 and operating them until electrification in 1928. |
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==Surviving== |
==Surviving== |
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Only one Mason Bogie, ''Torch Lake'', survives, at [[Greenfield Village]] (part of [[The Henry Ford]]) in [[Dearborn, Michigan]], a standard gauge {{whyte|0-6-4}}. It was built in 1873 and still hauls passengers during the summer months. |
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[[Image:Steam Locomotive at Greenfield Village.JPG|thumb|360px|''Torch Lake'' at Greenfield Village]] |
[[Image:Steam Locomotive at Greenfield Village.JPG|thumb|360px|''Torch Lake'' at Greenfield Village]] |
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==Similar |
==Similar designs== |
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Superficially similar to the Mason Bogie is another design, the [[Forney locomotive]]. Like the Mason Bogie, the Forney has powered axles under the boiler and a trailing truck under the rear bunker and tank behind the cab. However, the Forney's driving wheels are fixed in the frame, rather than articulated. They were reasonably popular on |
Superficially similar to the Mason Bogie is another design, the [[Forney locomotive]]. Like the Mason Bogie, the Forney has powered axles under the boiler and a trailing truck under the rear bunker and tank behind the cab. However, the Forney's driving wheels are fixed in the frame, rather than articulated. They were reasonably popular, particularly on elevated railroads. |
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==See also== |
==See also== |
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[[Category:0-6-6 locomotives]] |
[[Category:0-6-6 locomotives]] |
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[[Category:2-4-4T locomotives]] |
[[Category:2-4-4T locomotives]] |
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[[Category:Steam locomotive types]] |
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Latest revision as of 03:32, 20 September 2024
Mason Bogie locomotives (also known as Mason Fairlie locomotives) are a type of articulated tank locomotive suited for sharp curves and uneven track, once commonly used on narrow-gauge railways in the United States. The design is a development of the Single Fairlie locomotive.
Concept and development
[edit]The American licensee of the Fairlie Patent steam locomotive was the firm of William Mason, located in Taunton, Massachusetts. Mason's first Fairlie locomotive was the Janus, an 0-6-6-0T Double Fairlie built in 1871.[1]
Janus was not commercially successful and was not repeated, so Mason experimented with a different design. In 1869, a Single Fairlie locomotive 0-4-4T had been designed and constructed by Alexander McDonnell for the Great Southern and Western Railway in Ireland.[2] This had a single boiler with one articulated, powered truck beneath it and a second, unpowered truck beneath the cab and bunker. Mason developed a set of standard plans based on this design with modified steam delivery systems.[1] His first locomotive was the Onward, a 3 ft (914 mm) gauge 0-4-4T completed 1 July 1872. Onward would enter service on the American Fork Railroad shortly afterwards before being moved to the Eureka and Palisade Railroad in 1873.[3]
Onward was a largely successful engine, but certain design elements proved troublesome. Bolts worked loose, center castings were too light, and the steam pipes and gaskets were insufficient.[1][3] Mason redesigned the faulty castings and designed a new delivery system, in which the pivot point for the leading truck became a hollow ball joint through which the live steam for the cylinders passed.[4][5] Mason also developed a sliding seal for the exhaust from the moving cylinder saddle into the smoke box.[6] Although better, Mason's improvements took up much-needed space between the driving wheels, forcing Mason to use an outside valve gear (generally the Walschaerts valve gear). Additionally, the reversing shaft had to be mounted on top of the boiler, with a long lifting link dropping down to the radius rod, a feature unique to Mason Bogies due to the rotating truck and tight clearances.[1]
Another problem with the early Bogies was poor tracking. Despite the drivers being articulated, excessive flange wear on the leading driver set required the use of a pilot truck.[1] Nonetheless, these engines were in high demand, and even Onward was brought back under UP from Nevada to the Utah and Northern Railway despite the protests from Nevada Central, which owned the locomotive.[3]
Production and service
[edit]148 Bogies were produced by the Mason Machine Works between 1872 and 1890, of which 96 were narrow gauge units, the rest being standard gauge.[7][8] This was about half the firm's total output of locomotives during this period. Major buyers included the Boston, Revere Beach and Lynn Railroad, a suburban carrier which owned 32, the Denver, South Park and Pacific Railroad, a Colorado common-carrier railroad which owned 23, the New York and Manhattan Beach Railroad which owned 17, and the Wheeling and Lake Erie which was the largest standard gauge customer with 16 locomotives.
The best-known Mason Bogies were those of the Denver, South Park and Pacific, which were the largest built for narrow gauge.[8] Most of the smaller Bogies were used on the Utah & Northern where they were found in 1884 as "large and powerful."[9] Copies of the DSP&P's biggest engines were built for the Denver, Utah & Pacific, which sold them to the Burlington and Northwestern Railway, a CB&Q subsidiary in Iowa.[10] The DSP&P engines were hard-used in Utah and all gone by 1894 except for one, which survived through a chain of owners until 1942.[11]
The Boston, Revere Beach and Lynn Railroad almost exclusively used Mason Bogies and continued to order bogie types after Mason ceased locomotive production in 1890. [1] Copies were built first by the Taunton Locomotive Manufacturing Company, then by Manchester Locomotive Works and finally by the American Locomotive Company. These were taken out of service when electrification was complete in 1928, except for two engines which were retained for snowfighting and work trains.
Snowfighting was found a considerable strength for Mason Bogies. F. G. Brownell of the Burlington & Lamoille found that their Mansfield could free itself from snowdrifts "higher than the cab" with minimal issue.[1]
Surviving
[edit]Only one Mason Bogie, Torch Lake, survives, at Greenfield Village (part of The Henry Ford) in Dearborn, Michigan, a standard gauge 0-6-4. It was built in 1873 and still hauls passengers during the summer months.
Similar designs
[edit]Superficially similar to the Mason Bogie is another design, the Forney locomotive. Like the Mason Bogie, the Forney has powered axles under the boiler and a trailing truck under the rear bunker and tank behind the cab. However, the Forney's driving wheels are fixed in the frame, rather than articulated. They were reasonably popular, particularly on elevated railroads.
See also
[edit]
References
[edit]- ^ a b c d e f g Fisher, Charles E. (November 1936). "Mason's Bogies". The Railway and Locomotive Historical Society Bulletin. JSTOR 43519767. Retrieved November 15, 2023.
- ^ "Double Bogie Tank Locomotive". Engineering. 18 March 1870. p. 180.
- ^ a b c "William Mason's "Onward"". UtahRails. Retrieved 15 November 2023.
- ^ William Mason, Improvement in Locomotive Truck Engines, U.S. patent 156,031, granted Oct. 20, 1874.
- ^ William Mason, Induction-Pipe for Bogie-Locomotives, U.S. patent 242,464, granted June 7, 1881.
- ^ William Mason, Improvement in Locomotives, U.S. patent 177,343, granted May 16, 1876.
- ^ Havron, Michael. "Records of the Mason Locomotive Works, Taunton, Massachusetts" (PDF). Railway & Locomotive Historical Society. Retrieved 15 November 2023.
- ^ a b "Single Boiler Fairlie Type Locomotives Constructed at the Mason Machine Works, 1871-1889". PacificNG. Retrieved 15 November 2023.
- ^ "Utah & Northern Railway (1879-1889)". UtahRails. Retrieved 15 November 2023.
- ^ Mason Bogie loco 2-8-6T narrow gauge B&NW #1 (c. 1890), BRHS Subject-Photo index, page M Archived 2014-04-13 at the Wayback Machine, Burlington Route Historical Society, May 28, 2013.
- ^ "Union Pacific System Roster, 1885-1898, Narrow Gauge". UtahRails. Retrieved 15 November 2023.