Climax locomotive

Truck with differential as proposed by Gilbert, which was only used on the first Climax locomotives

Gilbert's patent[1] specified an upright maritime-type two-cylinder steam engine, a 2-speed transmission and a drivetrain in the underframe passing just above the axle centers. The patented differential for transferring the power from the drive shaft to the wheels was only used in the first Climax locomotives. In a similar way to that used in an automobile, the force was transferred to the two wheels of an axle separately, with one wheel being firmly connected to the wheelset shaft and the other wheel being able to rotate loosely on a sleeve around the shaft. The idea of the differential transmissions was to reduce resistance on tight bends by allowing one wheel to turn with fewer revolutions than the one at the other end of the axle. The design did not prove workable, because when driving at the adhesion limit, less tractive effort could be exerted compared to locomotives with rigid wheelsets.[2]

Fig. 1 of US Patent 455154 by Battles showing the prototype of the Class B Climax locomotive.

Rush S. Battles patented the basic design of the drivetrain without the differential, using simple hypoid bevel gears to drive the wheelsets with normal fixed wheels.[3] Unlike the later, somewhat similar Heisler design, there were no side rods on the trucks and all gearing was open, exposed to the elements.

A further patent[4] from 1891 describes a locomotive with horizontal cylinders connected to the drive shaft through a 2-speed transmission. Battles's patent describes the core design that became the Class B Climax, and his patent illustrations show the name Climax emblazoned on the locomotive cab.

Charles D. Scott, who had previously proposed a less successful geared steam locomotive,[5] filed a lawsuit against Gilbert and Battles and applied for a patent in his own name, which was granted to him on 20 December 1892 after a lengthy legal dispute. But the lawsuit left Scott penniless because he could hardly benefit from the invention.

Scott's patent[6] showed the arrangement of the steam engine, boiler and two-speed gearbox in accordance with Gilbert's patent[1] while the drive without differential gearbox was described in accordance to Battles' patent.[3] Scott's patent corresponds to the most common design of Class A Climax locomotives.

In 1893, Scott proposed a geared steam locomotive, in which the frame of the boiler was hinged to the frame of the tender. The running gear underneath the boiler was firmly connected to it and was driven by common lateral cylinders and side rods. Underneath the tender was a truck which was similar to the Climax locomotives driven by a central shaft which took the power from the front axle of the locomotive via a hypoid bevel gear. For the first time, the design used closed axle drives with housings on one hand protecting the gear unit from and on the other hand also containing the gear lubricant.[7]

All Climax locomotives were built by the Climax Manufacturing Company (later renamed to the Climax Locomotive Works), of Corry, Pennsylvania. In addition, an agency and service facility was established in Seattle, Washington to sell and maintain locomotives for west coast buyers. Production began in 1888 and the last Climax locomotive was produced in 1928. Between 1000 and 1100 were built.

Many loggers considered the Climax superior to the Shay in hauling capability and stability, particularly in a smaller locomotive. This was due to its fully sprung truck arrangement; the Shay locomotive had no springs on the bogie on the drivetrain side and was therefore not fully able to compensate for twists in the track. The ride on the large class C Climax was characteristically rough for the crew, since the imbalance of the large drivetrain could only be compensated at one speed.[8]

These featured a steam engine unit with two vertical cylinders mounted in the center of the locomotive. Class A Climaxes had a frame similar to a flatcar with wooden boxcar-like bodywork built up above it to protect the crew and fuel from the elements—this could be more or less covering between locomotive to locomotive. The front half of the locomotive, in front of the engine unit, contained the boiler. In smaller examples this may have been a vertical boiler, while in larger ones a tee boiler was employed. Class A Climaxes were small locomotives, generally under seventeen tons. Class A Climaxes, unlike Heisler and Shay locomotives, had two-speed gearboxes.

Introduced in 1893, the Climax Class B was looking more like a conventional steam locomotive. It had the cylinders either side of the boiler, permitting it to be longer and larger than possible with the Class A arrangement. The two cylinders drove a transverse shaft that was geared to the longitudinal driveshaft in the middle; on early Class B climaxes, the cylinders were horizontal and pointing forwards, while later ones had the cylinders angled upwards at about 30 degrees from horizontal. Class B Climaxes weighed approximately 17 tons at minimum to a maximum of approximately 60 tons.

A class C was a three-truck design, the additional powered truck being beneath a water-carrying tender articulated to the locomotive. This allowed the locomotive to operate for longer periods of time before needing to stop for water. All Class C locomotives had inclined cylinders.