Locomotive 999 of the New York Central & Hudson River RR

Very honoured readers.
In a German magazine,"LOK MAGAZIN" No. 31 - from August 1968 - , I found the following article over the locomotive No.999 of the New York Central & Hudson River RR. The article consists of 7 pages including 4 pictures.

Locomotive 999 of the New York Central & Hudson River RR.
Author: A.Haas

[Tranlated by Google]

At the beginning of of 1891 activated the NYC & HR a new, very fast course, which for the distance New York - Buffalo of 701,6 km ( 436 miles) including six intermediate stays only 8¼ hours needed. Since it crossed the largest part of the State of New York, it was designated after the surname of this State of "The Empire State". The run of the "Empire State express" was extended later to Cleveland, Ohio, and Detroit, Mich.. It belonged to the most well-known remote express trains of the world. In order to make the fast run possible of this course, had William Buchanan, which develops outstanding locomotive technical designer of the course, a new, very strong 2'B (4-4-0)-passenger locomotive. The course consisted of four to five six-axle first class cars and already reached on individual distance sections maximum speeds of 120 km/h ( 74.5 miles/h ) and by means of it. That was for the time at that time - at the beginning of the 90's of the last century - a singular achievement. Spring 1892. - George H. Daniels, the director of the passenger train service, came on a special idea. The best advertisement for the course, then he meant, would be an unusual high-speed travel with the "Empire State express", whereby a speed would be to be obtained, which was also only approximately reached still never before by a railway train.

[ more to come ]

For a complete copy of the article, the place in this forum is not sufficient. In addition my American is not so good, this German-language article to translating. I let the translation settle by "Google". I have scanned the 7 pages (approx. 40 MByte). They are available as TIFF files. If several prospective customers would like to possess this article, we should find another way of the distribution.

The 4 pictures are showing the loco i) from the lft side ii) from left front with four cars iii) takin water out of a track pan and iiii) from right front in Syracuse, NY.

With Best Regards your Holger von Holdt

Cornelius Vanderbilt jr., the topmost boss of the railroad, and president Depew agreed immediately. But then the question came, could build one an appropriate locomotive? This could answer however only locomotive departmental head William Buchanan. Immediately Buchanan was asked to a conversation into the office of its highest boss. "Our newest express train locomotives", Buchanan meant, "can a speed of 160 km/h (100 miles/h) reach, if one forces her somewhat, certainly can I a locomotive build, which can drive still substantially faster, but their traction power is then also accordingly smaller. Everyone, who was involved in this project, was obligated to strict secrecy. With a any failure want to avoid one the Blamage and in addition not different railroads, particularly the Rivalin, the Pennsylvania Railroad, do not encourage, to implement a same project. The new high-speed driving locomotive, which received the operating number 999, was an intensified execution of the newest standart design mentioned above, to which it saw quite similar. The driving wheels possessed the enormous diameter of 2184 mm (86 inch), were thus higher around 203 mm (8 inch) than those the normal design. It was decorated with strips and edges, and at the side panels of the tender the designation "Empire State express" was up-painted in ornamentic typeface. Buchanan, built it as strongly as possible under utilization at that time (1892) of the maximum allowed axle load of 19 t.

The heating surface was also 155,8 plus 21,7 m² (radiation heating surface) = 177.5 m², that grate with 2,85 m² measure very plentiful. It increased the kesseldruck for the first time to 13,4 atue (atue = old german unit for boiler pressure). The cylinders of 483 mm (19 inch) in diameter and 610 mm (24 inch) piston stroke were the same as with the standard design. The tender corresponded to the then usual design. The water supply was kept small with 13,3 m³, since while driving water from track pans between the rails could be taken. Their traction power of 7400 kg was only approximately 13.3 % smaller than those the standard design. Considering the high speeds which can be expected Buchanan used largest care for best balancer with the engine. The high drivers let it appear larger, than them were, and gave it a beautiful and elegant appearance. It became "glamour girl" under the American locomotives of its time.

Their birth place were the railroad shops in west Albany, N. Y, where them were finished in the first April days 1893. Employees test runs showed immediately that the locomotive corresponded to expectations of the railroad. Mr. Buchanan had not too much promised. It made steam excellent, reached easy 160 km/h (100 miles/h), and their quiet running was at this speed, which had not been so far ever obtained, better than expected. Their existence was further kept secret. Now it applied to find the best locomotive crew for the locomotive and the high-speed travel planned with it. That was not so simple. Different engineers, who in the express train service on the distance Syracuse - Buffalo service did, rejected the offer of the railroad to drive the new locomotive No. 999.

They got fear; Experiences with such high speeds one had still none. Finally first engineer Charles H. Hogan from Syracuse was requested to go to a conversation with vice-president H. Walter Webb to New York. First engineer Hogan suspected already the reason of his invitation. Rumors had gotten around themselves. Charlie Hogan was plentifully nervous, when vice-president Webb praised and to him told him first once as an experienced and proven engineer that the railroad had largest confidence to him. "Around me to tell", Mr. Hogan interrupted its high superior, "you me not to New York come to let would have needed. Want do you me please the purpose of my invitation know to let?" Vice-president Webb was now short and concise. "Mr. Hogan, we build a special locomotive for very high speeds. The same is to reach more with the Empire State express between Syracuse and Buffalo speeds of 160 km/h (100 miles/h) and more. If it can do that, we want to show it on the world exhibition in Chicago this summer, and I bet with you that Pennsylvania RR cannot copy us. As you know, the distance Syracuse Buffalo was again removed since last year; particularly between Batavia and Buffalo all curves could be eliminated. The responsible supervisory authorities of the Federal Government and the New Yorker state government are informed and approved the same about our high-speed timetables. Between Syracuse and Batavia (180.8 km)( approx. 113 miles) we may not drive any speed limiting on most distance sections with 100 mph (160.9 km/h), between Batavia and Buffalo (53.9 km)(approx. 34 miles) the authorities determined; i.e. we may being able as fast to drive there as we. Believe me that engineers of the government examined not only the distance sections, but also the new locomotive and the new cars very thoroughly, before they gave their official benediction. Nevertheless all risks cannot be switched off, to locomotive departmental head Buchanan its best did, but does not know anybody, what for problems at such high speeds to develop to like, with which we have still no experiences. We believe that you, Mr. Hogan, who suitable man are, to drive the locomotive. The choice of the heater we would leave to you. If you accept our offer, receive not only to special payment, but can also on an imminent promotion count. Similar applies also to your fireman." After short consideration CharIie Hogan consented, as fireman determined Hogan his constant fireman, the reserve engineer Al Elliot. In order to get accustomed to the new locomotive, Hogan and Elliot received immediately the "999" as "Machine Titulaire" for the transport of the "Empire State express" between Syracuse and Buffalo (234.7 km)(approx. 147 miles). Hogan let each day run its locomotive somewhat faster. Some days before 10 May, which was certain for the record travel as date, it brought it on 164 km/h (103 miles/h). Everything went without difficulties. The locomotive reacted hardly differently than the standard design with 120 km/h (75 miles/h). Hogan and Elliot expected now the "large day", which should enter railway history, with confidence. 10. May 1893. With some minutes delay brought in the Empire State express into the station of Syracusc. Instead of five there was this time only four cars, approximately half of the travel participants was regular travelers, the other high officials of the railroad, representative of the press, the government and some particularly invited guests. Most had stop watches in the hand, with which they played nervously. Except thick cigar smoke also a certain tension lay in air. Nearly everyone leaned from the window, around a view of the new locomotive to receive.

[Continuation follows.]

Google's translator has very strange syntax.

But then the question came, could build one an appropriate locomotive?

Thanks for posting. though.

Also the regular travelers began to become somewhat nervous it suspected that something unusual was approaching. In order to calm it down, two conductors went through the train and noticed that one would drive today somewhat faster than otherwise. A small jerk indicated now that the new locomotive was coupled to the train. Now one of the most famous travels in the history of the railway nature began. One instant before the departure, and the relief valves began with loud cracking to blow off. Al Elliot had provided for plentifully steam. Charlie Hogan opened now carefully the throttle, and slowly the train from the station rolled. Outside of the city one reached soon 130 km/h (81.25 miles/h) and briefly before Rochester, the next critical point (128.5 km entfernt)(80,3 of miles), were already 140 km/h (87.5 miles/h). Intentionally Hogan increased only gradually the driving speed, in order not to scare the travelers. To Rochester one had not only caught up the delay, one ran in there even nearly by 11 minutes to early. Between Rochester and Buffalo (106.2 km)(66,4 of miles) no regular stop was more intended. 5 km (3.1 miles) behind Batavia, which lies approximately in the center between Rochester and Buffalo, a long distance section was intended 23 km (14.4 miles), which exhibited an easy downward gradient. Here Hogan should take the greatest possible speed out. Behind Rochester Hogan gave a real sample of the speed to its locomotive. The throttle was now far open. Faster and faster, soon reached the train went for the first time 160 km/h (100 miles/h). Then a light upward gradient came, and the speed was reduced somewhat. When one called the station Batavia, which high point of the upward gradient with approx. 140 km/h, Hogan its heater too: "Al, now is the time!" Hogan now opened the throttle up to the notice, while Al Elliot with almost over-human effort and the speed of a Stokers carried the coal into the white-hot inferno of the fire box. Despite the enormous steam consumption the boiler pressure could be held. Now one was on mentioned 23 km the long distance section. Shaking and raving the locomotive, which became ever more violent, showed the good locomotive men that one drove long faster than with 160 km/h. How quickly one drove, one did not know, speedometers gave it not yet for locomotives. In the train meanwhile the tension grew, when one rested by the station Batavia. New heavy six-axle first class cars, which ran once so calmly, began to tremble soon in all joints and to swings, when they rest with almost uncanny speed by the landscape. Nobody considered that, the attention of all was addressed on the stop watches and the new large milestones to the distance. A mile in 40 seconds, 38, 36, 34, 32, and finally in 31.5 seconds. A part of the owners of stop watch stated that the last mile was put back in exactly 31 seconds (186.9 km/h)(116,8 miles/h). When Hogan passed the milestone, which indicated the end to 23 km of the long distance section, he closed the throttle and braked easily, until the normal velocity was reached of 120 km/h (75 miles/h). Its heater bathed in sweat called he too: "Al, we made it, now take it easy". When one noticed in the course the fact that the speed was drastically reduced now made the tension for a sudden joy shouting place. "we made it, 112.5 mph (181 km/h). . . to "one celebrated bottles with wine, likoer and Champagner as well as cake plates published suddenly over all in the train, the event being entitled. The train in Buffalo hardly held, and the directors of the railroad with Champagner already stormed forward to the locomotive to congratulate around the two heroes of the locomotive. Charlie and Al were black from the smoke, but were just as lucky as the directors of the railroad. Charlie Hogan explained later with a press conference: "perhaps I would have kept still somewhat longer the throttle open, would have reached 120 mph (193 km/h). However I did not dare to drive still faster and the fate provoke, a derailing nobody would have survived. I believe, we can be content with the result." It was right. A vehicle on earth had still never reached so far such a speed. Not only in America, but in the whole world the historical high-speed travel of the (loco) 999 excited largest admiration. It was undisputed the fastest steam locomotive of the world. Even if one of the reached maximum speed of 181 km/h (113.1 miles/h), which was obtained in the downward gradient, it foresees fact that it had brought the locomotive in the level from own strength with four cars on 164 km/h (102.5 miles/h), remains an achievement, which was copied by no steam locomotive of the world within the next twelve years. The famous locomotive was brought few days later back after west Albany, where it became polished "on high polish" for the world exhibition in Chicago. In Chicago she was the undisputed star of the exhibition. In the history of the railway nature a locomotive had excited as large, public interest and attention never before as the 999 the NYC & HR. The locomotive became the symbol for speed in America. Toy factories used the economic situation. Miniature reproductions of the 999 were manufactured in mass production. After the exhibition it returned to the Syracuse division, where it generally express train service was used. Occasionally it drove also to the "Empire State express", which famous it had made. Certain be No. 999 a success, but only for the it think task as locomotive. In the everyday service, which planned far lower speeds, it left to be desired. Particularly with starting and accelerating heavy courses their proved to high driving wheels as very unfavorable. As the course 1898 new 2'B-Locomotives (4-4-0) with the same boiler as the 999 built, but with the usual 1981 mm (78 inch) driver, the inferiority of the famous loner stepped out still more. In the autumn 1899 - its technical designer Bill Buchanan had been shifted briefly before into the retirement - it was converted. Its, 2184 mm (86 inch) of high driving wheels were replaced by many lower by 1778 mm (70 inch). The boiler pressure of 13,4 on 12,7 atue reduces. The earlier class N was replaced by C-14. It had now lost their character as high-speed driving locomotive. Further down graded it was referred now for service to the secondary line distance Rome - Watertown - Ogdensburg, where it had to carry person and milk trains. In May 1906 a second change took place in the Oswego workshops. There she was robbed of her elegant, conical boiler (wagon top design) and received a smaller from ALCO (kind C-1â). Now it was completely different locomotive, only the operating number 999 reminded of the earlier Glorie. One became aware of its also with the administration. In October 1913 she was robbed also of this last indication of her former fame and received the concerned No. 1086. As No. 1086 she came to the Pennsylvania division, where she was active in the easy secondary line passenger train service. In March 1921 she was discovered coincidentally by a higher official of the NYC on a locomotive cemetery, where she was turned off for scrapping. Instead of the execution by the cutting torch she came to west Albany to a thorough main repair. The earlier operating number 999 was again up-painted, but only the tender could receive again its original appearance. Cabin, operating number and tenders alone remind of the earlier fame. The Pseudo-999, which belongs since September 1962 to the existence of the museum oF Science and Industry in Chicago, is only an unreal monument of a locomotive, which does not exist any longer, more however a realistic indication of human myopia, by which the world lost a preciousness.

The End

WBR Holger von Holdt

I'm looking for any biographical information on Charles Hogan and Al Elliott, the engineer and the fireman of Locomotive 999 during the historical speed record of 1893.
I happen to be distantly related to Charles Hogan.

two things:

For pictures of 999:
http://www.flickr.com/photos/jnos363/se ... 079021400/

For articles about Charles Hogan

Go to:
http://www.fultonhistory.com
and search "Charles Hogan" and 999 together

You will get some good articles

See also: http://rochnrhs.org/media/semaphore/RCN ... 201001.pdf

See pages 4 and 5!

-otto-

Al Elliott was my great-grandfather. Nothing against Charlie Hogan, but like my mother used to argue, with the officials at the Museum of Science & Industry (MSI) where 999 resides, that it takes two to make that locomotive move, the engineer knows the engine and the fireman knows the firebox. But to no avail even with all of her memorabilia the MSI elected to highlight only Hogan. That being past history she would have loved the new setting for "Grandpa's train" after sitting outside for over 30yrs.