7 photos from Marion
I asked Maurice to comment on the 7 photos taken in Marion Indiana in the 1950s. Here are the photos and his comments. The photos from the Ted Tobin Collection.
So here is Marion Indiana in the early 50s
The 2223 is headed south running extra indicated by the white flag by the stack. It also looks like it still has the booster engine on the trailer. This should be an H-10 a because the air pumps are not on the pilot.
The 2268 is headed north at the road crossing north of Kent tower. It also is running extra (white flag). It looks like it may also still have the booster. The smoke is normal with this engine, she was a hard steamer, see
Hard Steamer for story about this engine. H-10b air pumps are on the pilot.
6841 Marion Switcher
I have described firing these engines in the photo section. The engine is sitting in the engine track. The thing about this photo is that it shows the water tank, the water plug set between the main and the OPL (old passing and long track) at the south end of the OPL. For a bunk room they had an old box car and I think two of the rats could carry you away. Notice the cinder screen over the stack.
They made the B-11 because the Z was the last letter in the B-10 series. Most of the B-10's were saturated steam. The B-11 had all of the improvements. The drivers were larger than the U-3 at 51", the B-11 was 57". The firebox was 5 ft. wide by 6 ft. long. When building the fire a small heel was used and small heels along the sides. It was mainly a flat fire. Two or three shovels down each side was about it, any more and you might put out the fire. The engineer sat almost beside the boiler to operate the throttle and brakes.
At this location the NKP also had a yard engine and both engines tied up at this location. If the regular hostler laid off a fireman was called at Anderson to take his place. The track the engines were on was a little lower than the track 2 gondolas of coal were on. The hostler hand shoveled both tenders full of coal and water on the night shift. The water was easy because the water plug was located between the main and side track. Because of the sharp curves at the industries these engines were used until diesels came. I was lucky and never caught the job.
The 3063 is going by the yards at Marion. I cannot tell if he is going to set off or going through town. I would guess set off. Modelers should take a lesson on weathering from this engine. Notice at the rear of the slope sheet on the tender, above the brakeman, the cylinder that was for the coal pusher. This would shove the coal ahead if it became low in front. Notice the two rerailing frogs hanging from the bottom of the tender at the front trucks and the push pole above the rear trucks.
To come from the NYC main cross the NKP main into the yards you had to use the basics of railroading in this one move. There was a gate at the entrance to the yard. This was a board about 8 feet long 11/2 feet wide on a pole 18-20 feet high and painted red with a 6 inch white stripe the length of the board. They could move this board in three positions. Horizontal, 45 degrees and Vertical. First you moved the gate horizontal, that gave you control of the NKP main and then you removed the derail and last lined the main track switch to enter the yard.
Marion Freight House
This was in the last days for the freight house, but you can tell by the 5 doors that it had been a busy place at one time. The two pipes at the right of the picture were for the scales to weight cars. When the Crosley automobile, a small compact car, was built in Marion after WWII, they would bring them down to the freight house and load them in box cars.
The main on the right is the NKP. It goes to the end of the picture and turns right heading west. The NYC is on the left and where the NKP turns right the NYC turns left. Between the diamond and the road crossing is the north switch to Kent Siding controlled by Kent Tower. The crossing RR is the PRR to Colombus, OH. Notice the small
silver box above the light to the entrance door. That is the NYC train order signal rule 221c.
Third Street operator's office
This building was big enough for the job and that was it. This controlled the interlocking over the river because it was a single track bridge. The NYC and NKP crossed when they were on the other side. What I mean is that on the south side of the river an NYC northbound is on the east and the NKP on the west. When you came across to the north side the NYC went straight and the NKP switched right and was on the east track and the NYC on the west, all within the intrlocking. The semaphore is a train order signal for the NKP. The black object on the mast above the roof is the NYC train order light rule 221c. This was later moved to the side of the building.
Maurice worked the Michigan Division from 1947-1981. He then worked on the Bee Line from 1981-1992. From 1947 until august 1950, he worked on the section at Shirley and Markleville. In 1950 he started firing on steam and then on through the diesels. Maurice said, "I had the pleasure of working with C. C. Staley and Ron Buser many times."
All photos are from the Ted Tobin Collection.