While not a RR fan as such, I’m trying to compile a list of the pre-WWII gasoline locomotives used in yard switching and Contractors building project sites AND the engines originally installed, the engines being my interest…
I have notes from several years ago from a Plymouth site, models AM thru JMD, with some engine info, noted “more on site”, but Googling doesn’t bring it up now (probably I’m using the wrong search language)…
Presumably this’s already been done several times, so I’d deeply appreciate:
(A) websites which may have such industry or partial industry data
(2) any pblications similar to Std Cat US Cars or Mroz/Georganos Truck Ency’s that might contain engine ID info (Herc, Midwest or Climax engine is helpful; Herc DXMD diesel, Midwest 399 or Climax RU6 gas would be lovely)…
(3) someone (anyone!!) who can tell me what I’m doing wrong in being unable to bring that Plymouth site up again!!
I think this subject has been discussed in the “Doodlebugs” Yahoo Group - and even if not, there are people like Richard Wallis there who can probably shorten the research path considerably.
There are six pages numbered as “Parts” across the top of the page. I can’t remember how I got to the site, but I was googling J.D. Fate Company, Fate-Root-Heath Co., and Plymouth Locomotives. I have not read all of the history on these stages of the company, but it sounds like the name for the Plymouth automobile was purchased from the J.D. Fate Co.
A few years ago, I recall a site that had some locomotives that were seemingly older than the ones on the above site. There was a photo of a J.D. Fate Co. locomotive model that I once owned. It had a mechanical transmission where the engine directly turned disc shaped iron plate
That kind of mechanical complexity sounds like a pretty good reason to go to an electric drive. The sheer number of moving parts must have made it an absolute bear to maintain.
Well, it was kind of ingenious, but I suspect not unique to those locomotives. That drive might have been used on other types of machinery as well. The novelty was the infinite speed selection rather than specific gear ratios; and also the ability to go into reverse by passing over the center of the rotating drive disc, and then having infinite speed ratios for reverse as well as forward.
There was a big lever that moved the drive disc outward from the engine along the drive axis. It would move the disc about 1/2" or so to press against the spoked wheel, which stated the movement of the locomotive.
Even though there was potentially infinite speed settings, there was a series of notches on the sliding bar for the shiftable spoked wheel. A spring pin would drop into any of those notches and hold the wheel in that location until it was moved to another notch.
On my locomotive, those notches were worn so the pin would not hold the position. So I would start the locomotive moving with the spoked wheel to near the center of the drive disc. As the engine RPM went up, the spoked wheel tended to shift outward from the center of the drive disc, which changed the speed ratio, and made the locomotive travel faster. So as the engine speeded up, the speed ratio also changed-- both contributing to an increase of travel speed. So it acted like an automatic transmission. I don’t think that functionality was actully intended in the design, because it would not have happened had not the pin notch settings not been worn so they would fail to lock to their settings.
Four 4 Speed Transmission +Fwd/N/Rev Transmission.
Pedal Clutch, Lever and Rachet Brake.
Chain Drive to Front and Rear Axles.
Sand Box Covers each side btwn Grab Irons top of hood. Right sand box visible thru engine door.
Had to change Magneto and time with engine and timing mark.
There was an adapter to couple locomotive w/freight car using hole in car knuckle.
Scary to use on wet rail or in grass when coupled to car.
Best to have man on car brake.
Safety, Always.
Laws of Physics apply, Always.
Blah, Blah, Blah.
Peak to right of locomotive is 9336 Ft. Been there, done that. A Rite of Passage in the area. Boy was to come with us did not. Commit Suicide a month later. Changing my life altogether. Wish he HAD come.
Davenport built a large twin engine four axle gasoline-electric locomotive about 1929 for the Broken Hill Proprietary iron ore railway west from Whyalla in South Australia for 3’6" gauge. It used Continental “Red Seal” engines which were replaced after WWII by Mack Truck diesel engines. It was converted to standard gauge, but has been preserved in working order in Quorn South Australia on its original trucks and narrow gauge.
That disc drive was used on early automobiles and is common on outdoor power equipment such as snow blowers. A lot simpler than a multi-speed gear transmission.
This linked site is the repository for what is left of the Plymouth Locomotive Company: Parts, expertise and mechanics (?). I would guess that they might be able to help with some of your research questions(?).
Hopefully, they can- If Not, you have a place to look, and ask questions of. Years back I bought a 1926 Autocar 2ton truck. When rebuilding the motor, the company that porovided the original gaskets was extremely helpful, and provided new gasket set and information. Good Luck !
Also the link provided by poster ‘Lens-Cap-On’ to N.E. Rails has many photos of industrial gas, and small diesel engines. Another place that might give you some more
The locomotive I had was an early Plymouth, probably model AL. It was friction drive, and now that you mention it, I vaguely recall somebody telling me that the drive on my Plymouth locomotive was also used in other applications. I bought the Plymouth and other rolling stock, plus 16 lb. rail from a brickyard. The equipment was 2-foot-gage.
Right on about small power equipment. I have a Yard Man 24" snow blower that has a similar drive. Control lever slides in a bracket left and right, with 4 slots left for forward and 2 slots right for reverse. Speed is controlled bye engine speed settings.
