Doghouse policy

Model Railroader Prototype information for the modeler
1

Can somebody tell me why some roads used doghouses on their steamers tenders and why others didn´t?

Also I would like to know who decided about wether using doghouses or not: the road or the state?

I´m asking this because I heard that the state of Texas once made a law saying that all tenders must feature doghouses. I guess that´s why I only see doghouse equipped tenders on the SP and T&P in the late steam era, while the same engines/tenders didn´t feature them on earlier photos from the 20s/30s. Does anybody know the exact year when Texas made it an obligation for tenders to have doghouses?

And what about other roads like D&RGW or PRR that used doghouses too? Was it their own decision or some states decision?

2

I suspect it had to do with room in the cab to provide seating. Many steam engines had little space in the cab. And Texas summers would want me to be outside the cab!

3

Deep question with many answers. As you know the head brakeman had to have a seat to sit on for safety reasons so,some roads opt for a dog house so the head brakeman could look back over the train some while roads added a seat behind the fireman’s seat because it was safer since there was no need to use the tender’s ladder or climb over the coal pile.

A seat was required by the FRA, some states or mandated by company and the brotherhood work and safety agreements.

BTW,Those dog shacks wasn’t fit for a dog let alone a human since they was cramped,dirty,drafty and heated by steam with the control valve located in the cab which means the engineer could as a joke could shut off the heat or turn it up either freezing the head brakeman or slow roasting him…

4

Many B&O locomotives had their cabs extended on the firemans side to give the head brakeman his own seat and window. It was hard to notice unless you could view the engineers side and firemans side at the same time.

5

I’ve never come across any reference to legislation requiring a doghouse on the tender. I think it was just up to what worked best in the opinion of the railroad.

6

I’m not sure what laws apply, and I don’t know whether they were State of Federal laws. In general, the extra seating was required for the head end brakeman, and the modifications generally began to appear around the late 1930’s and early 1940’s. Often, a locomotive cab was big enough to permit the installation of one or more extra seats. If not, then a doghouse was an option exercised by many roads.

Sometimes cabs were modified for this purpose. Erie added a very small extension to the back of the fireman’s side. This addition was so small that it is hard to see on many photos, but you can find it if you look. B&O is a good case study. Cabs on many B&O freight locomotives were extended about 12" to the rear on the fireman’s side for this purpose. When this was done, the tender’s water leg on that side was usually cut back appropriately to provide clearance in the gangway. The cut back water leg is generally not reproduced on models of B&O engines with extensions, even on the higher-priced ones. This occurred on all Q-3 and Q-4 Mikados, all S-1 2-10-2’s, all T-4 4-8-2’s, and the early 2-8-8-0’s. It was also done on many earlier Mikados and 2-8-0’s, although doghouses were often found on these earlier types as an alternate solution to the problem. The later EM-1 2-8-8-4’s and T-3 4-8-2’s had cabs large enough to accommodate the brakeman without modification. Switch engines and passenger engines usually didn’t require these mods. The brakeman on a switcher spent a lot of time on the ground or riding the cars; the brakeman on a passenger train rode inside the tain.

Akron Canton & Youngstown, in Ohio, generally put doghouses on their road engines, plus a couple 0-8-0’s that occasionally wandered out onto the main line on locals, but they made an exception with their M class 2-8-0’s numbers 320-324. They added a brakeman’s extension to the FRONT of the fireman’s side, making for a very unusual-looking

7

Tom,

that management group that banished the caboose are still running some other companies today. [;)]

8

Tom,I also heard or read that story…That’s what you call railroad management hard at work.

BTW.The only light in the dog house came from the brakeman’s lantern.Of course he had to see out to watch back over the train so no lights. I suspect there was a lot of feather bedding going on back then.

Feather bedding in railroad speak is/was sleeping on the job.

9

On the Rio Grande, doghouses came about through the workings of the labor contract. The headend brakeman was often stuck with finding a corner to keep out of wind and weather, but managed to get better protection written into their contract, with management acting to make sure this happened by repairing and/or adding the doghouses.

10

If I’m not mistaken, the black cushions visible at the open door of CNR 6060 are the folded-down seat for the head-end brakeman.

The photo was taken in the mid-'70s, when the locomotive was in regular scheduled service between Toronto and Niagara Falls, Ontario, Wednesdays and Saturdays during the summer. It replaced the usual RDCs for one out-and-back run on each of those days.

Wayne

11

The upper black part is the backrest, the bottom one is the folded down seat.

And you aren’t fooling me, that’s one of your models, isn’t it? [:D]

–Randy

12

Thanks for your comment, Randy, but the 6060 and her sisters were too new for my late-'30s layout, as they were built in 1944.

Even though the runs were regularly-scheduled ones usually covered by RDCs, a baggage car was always included on the headend for use by railfans, mostly for audio recordings. That’s how I got this photo, at track speed:

The previous photo, along with the one below, was taken during a servicing stop near Niagara Falls, where the locomotive was turned for the return trip. I was unable to get far enough away for a full locomotive-with-tender view:

This one, taken not too from from my then home, shows a later railfan charter, by the NRHA, I think. Other than the VIA baggage car, the train was made up of privately-owned cars from the U.S., with a preponderance of Southern and Norfolk & Western cars:

The 6060, probably still with that brakeman’s jumpseat, is still around, and running, in Alberta.

Wayne

13

Bet some of those private cars were in the consist when I rode behind NKP 765 last year. The one I rode in was a former FEC coach St. Augustine.

–Randy

14

Steam Locomotives built SPECIFICALLY for Passenger Service would usually have a steam line on rear of tender, ( Duh! ) for train heat and, were often painted special livery, carefully shined by wipers on the Shop before departure, or else!

Anyway, when in Psgr. Service, an Engine would usually have only two men in the Cab, Engr and Fireman, as the Brakeman was now a Uniformed Passenger Trainman w/ a Badged Cap and Service Bars and rode in the train under the direction of the Passenger Conductor. They opened and shut car doors at stations, collected tickets, monitored train heat, AC and electric lights, turning Off some of the latter when at extended stops to conserve batteries beneath.

Therefore, a seat for a Brakeman in the cab was often not necessary.

Of course, some engines were dual purpose, and built to haul freight in addition.

It got tacky when Officials decided to ride the Cab for Supervisory Reasons, such as engine steaming and performance.

( Just a small? story. One night this Engineer showed up for work @ 2345 so drunk the crew assisted him into station, his train stopped outside. The incoming Engr. refused to let him ‘have it’ as he was that bad.

I was Senior Man present and they asked me for a judgment, mine waiting for train, and a ship at the other end, too. Rush, Rush, Rush, Expedite, Expedite, Expedite as they used to type on those Tractor Drive long sheets of Printer Paper w/ manifold Carbons and Colours.

I asked his Trainman if he could Run an Engine? as this train was MT, and no Meets to Mine.

He said ‘Yes’ but not Qualified. I said to GO with called Engr. and if he F’d up, take the train from him, and take her thru. The Conductor also knew how to run an Engine, and he could have walked up, if necessary, or rode the Head End, as no Meets.

If you are going to take a CHANCE, go all the way!

He took her thru, no problem.

BUT, there

15

I recognised her right away:

Wayne

16

Thank You, Sir!

I have seen much work of yours on these Forums, and can say Exquisite! Marvelous and Talented!

We spent the whole summer hanging around Turcot where more than 110 steam locomotives were cut up. We had a CN release form from Central Station and free run of the place, as long as we stayed away from active track AND the scrapping where the men were cutting up the engines using two 8-wheel Locomotive Cranes, one Steam, the larger, for loading cylinder castings into gons, 3 per car, FF somewhere else, and a new Diesel Electric one w/ a magnet for harvesting all the pieces.

Driver Axle journals were put in a pile for their metals. Headlights in another pile, Bells, Ditto

Once the crews went home, we would climb on the half cut up locomotives and look ‘inside’, being careful to not step on hot puddles of slag from torches beneath. Something was always smoldering, cab liner wood, journal packing and coal from tenders. Smelled awful.

Anyway, there three other 2-10-2s there. CN 4190/4100 in R house, and preserved, CN 4102, and CN 4194. The 4190 class were renumbered from their original Nos. to accommidate new Diesels. As you mentioned, CN 4193 ( and 4194 ) were ex CN 4200s and here is an image of one from the Internet.

Other locomotives present were CN 46, 4-6-4 T, CN 84, 87 and 89, 2-6-0s, the latter active @ Strasburg. CN 6063 in the Green as per your photos and DOZENS of 4-6-2s, 2-8-2s, 0-6-0s and 0-8-0s extending in columns for 1/4 mile

Over 100 locomotives at one time, being cut up and added to 'til all but 4 were gone.

As it turned out, later, CN 1521 was preserved, also. Has Belpaire FB.

http://2.bp.blogspot.com/-lnv5zit0

17

Further to this photo CN 4202, Ex B&A.

I would suggest, on this Engine, the steam exhausts from Both Cylinders on the Elesco Feed Water Pump, the rear of two pumps, lower pipe receiving water from tender, and is two single-cylinder pumps joined, but, NOT Compound = two Exhausts, and the Exhaust from the Compound Air Pump are joined and feed exhaust steam into FWH across smoke box in front of stack.

Also, another view of another locomotive.

Note CN 2545 2-8-0 at end of street in this photo in St Henri Montreal. The train is headed West to Turcot abt 1/4 mile.

http://blogues.banq.qc.ca/instantanes/wp-content/uploads/sites/5/2015/06/06M_P48S1P11908.jpg

Note Feedwater Pump and Heater. Worthington BL.

Similar to one, here.

http://www.steamlocomotive.com/4-10-2/sp5021-4.jpg

Not common to CNR, but, a few.

OT. For the Bell Foamers, Note on pole to left Lead Sheathed Cable Underground from Exchange emerging from Conduit and up pole to Cross Connect B Box where it could be cross-connected w/ jumper wire to Aerial Cable to Subscribers, and, also terminate to Drop Wires.

Later this would be part of WEllington Exchange.

Have to love old photos!!!

Thank You.

18

Just found these images CN 4190 Nee 4100.

Both CN 4102 and CN 4190/4100 wound up in Montreal at the end.

http://archives.lib.uconn.edu/islandora/object/20002%3A20110336

http://archives.lib.uconn.edu/islandora/object/20002%3A20110348

Note external steam line from steam dome to pilot for steam to Snow Melter pushed ahead.

Snow Melter.

http://yourrailwaypictures.com/MaintenanceEquipment/23425.jpg

The four 4, 2 each end each side Canisters on Pilot Beam and rear top of Tender Tank cover Electric Markers as the locomotives of this class were built and used for Pushers, and ran in reverse much of time, displaying Markers per the rule book, with or without cars = a ‘Train’.

The pilot beam markers displayed Red to Rear when Engine in reverse going back down for another push.

The Markers were covered by tin canisters when not in use and Engine no longer a ‘Train’

FWIW.

CNR 4100 has been preserved TWICE.

http://www.canadianrailwayobservations.com/croarchives/june2088.jpg

http://www.railpictures.net/images/d1/2/1/9/8219.1361809557.jpg

Wonderful Work!!! on Both.

Thank You!!!

On the real CN 4190, the authentic CN 4100 number plate was changed to turn the first ‘0’ into a ‘9’’

All too many years ago.

19

Depending on era and railroad and work agreements.A brakeman on a passenger train was not unheard of if the passing siding switches was manual and the passenger train needed to clear for a time table superior train.

As far as keeping steam pipes on the tender clean again depends on the railroad.Engine wipers was among the first to get the axe once the railroads decided there wasn’t a great need to keep a steam engine shinny.

20

Comment above about no need for a doghouse on a pure passenger locomotive:

When Stu Sanders abruptly dieselized all N&W passenger service (with borrowed RF&P locos,) some of the displaced Js had doghouses welded to their tenders. I consider that the ultimate insult.

Chuck (Modeling Central Japan in September, 1964 - with guards in brake vans)