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"Heisler" Steam Locomotive

Last revised: March 11, 2024

By: Adam Burns

A late entrant in the field of geared steam locomotives, the Heisler faced stiff competition from the already established Shay and Climax designs.

Though it didn’t initially capture a sizable market share, the Heisler eventually made a significant impact, selling several hundred examples and continued production until approximately World War II—notably longer than its Climax rival.

The Heisler boasted a variety of configurations that catered to specific industrial needs, available in both two and three-truck designs. It was also built in nearly a dozen variations, showcasing a versatility that allowed it to adapt to the many demands of its industrial clientele.  Today, five Heislers are still in operation with twenty-one others preserved around the U.S.  There are 35 Heislers in all preserved worldwide.

Photos

West Side Lumber Company's little two-truck, narrow-gauge Heisler, #3 (a 1900 product of the Stearns Manufacturing Company of Erie, Pennsylvania), weighing just 37 tons is seen here cleaning out the yard in Tuolumne, California on May 25, 1963 after operations had ceased. Today, the geared steamer is operational on the Roaring Camp Railroads. Glen Beier photo.

Background

The concept of the Heisler arose from the need for powerful, yet versatile locomotives that could handle both the demanding terrain of mountain logging operations and the heavy loads associated with these ventures.

Charles Heisler, an engineer, developed a locomotive that featured a V-twin steam engine—the cylinders arranged at a V-angle—mounted in the center of the boiler.

This design drove a longitudinal drive shaft, which in turn powered the wheels through beveled gears. This arrangement distributed power more evenly and allowed for smoother operation over rough tracks.

Unlike its contemporaries, the Shay and Climax, the Heisler's design offered a more balanced distribution of weight and simpler maintenance due to fewer moving parts exposed to the elements.

The central position of the engine also contributed to better stability and tractive effort, making the Heisler particularly effective on steep grades.

Development

Charles L. Heisler patented his locomotive design in 1892, later refined in subsequent patents. At the time Heisler worked as an engineer at the Dunkirk Engineering Company, a small firm located in Dunkirk, New York. 

The company was founded in 1865 as the Dunkirk Iron Works to manufacture small geared steam locomotives for industrial applications.

Heisler's idea was to place the locomotive's two cylinders at a downward, 45-degree angle on each side of the boiler where they met underneath. The cylinders then connected to - and powered - a center drive-shaft that drove each axle via gear casings located between each truck.

The Heisler , while somewhat resembling the Shay, operated in a fashion nearly identical to the Climax, with a notable distinction in the orientation of its cylinders at forty-five degrees—compared to the twenty-five degrees typical of the Climax.

The journey of this locomotive began in 1891 when the first prototype was constructed at Dunkirk. Heisler had initially planned to sell his patent to the company for which he worked.

Diagram

A typical mechanical schematic of a Heisler locomotive. This particular variant was a 3-truck type.

However, facing unforeseen disinterest from Dunkirk, Heisler was compelled to leave and seek other opportunities to market his revolutionary locomotive. 

In August of 1894, the Stearns Manufacturing Company of Erie, Pennsylvania, recognized the potential of Heisler's concept and decided to begin production. However, the journey was not without its challenges. By 1904, facing sluggish sales, Stearns ceased production.

The economic downturn caused by the panic of 1907 further complicated matters, plunging the company into a necessary reorganization. Remarkably, it resurfaced within the same year as the Heisler Locomotive Works.

This reinvigorated entity, with a renewed focus and identity, subsequently resumed production of Heisler's design, demonstrating resilience and a steadfast commitment to the locomotive that had initially carried so much promise.

Through 1897 Heisler built his locomotives with only two-trucks. However, during that year he received a patent for a three-truck variant allowing for a heavier locomotive with better adhesion and tractive effort.

While many logging companies and railroads began ordering the three-truck design after this date the company continued to offer it as a two-truck design as well.

Interestingly, unlike the Shay and Climax, Heislers were never given specific classes although they were listed by codes and names in the Heisler catalog.

The locomotive was offered in 11 different versions (ranging in size from 14 to 95 tons) and by the time production had ended roughly 625 had been manufactured.

The earliest utilized coal or wood for fuel although later variants could be ordered as oil burners. The vast majority of Heislers were built for domestic companies while a few were sent to other countries such as New Zealand.  

The Heisler held notable advantages over the Shay albeit these did not translate into higher sales.  

 These included:

• The ability to operate at higher speeds .

• A cheaper price tag.

• Lower maintenance costs thanks to a simplified transmission system.

Antelope & Western 2-truck Heisler #5 is seen here on display in Sacramento, California, circa 1981. The locomotive was built for the Lake County Box & Lumber Company in 1911 and later worked for Richardson Lumber and the Holmes Brothers. It then spent time in excursion service operating on the "Antelope & Western" in Roseville, California. It is currently privately owned by Leslie Wilmunder of Palermo, California. William Myers photo. American-Rails.com collection.

Legacy

As the 20th century progressed, the advent of diesel-electric technology led to the gradual phase-out of steam locomotives, including Heislers.  Many logging companies by the 1950s had either switched to small diesel switchers or simply abandoned rail oeprations altogether in favor of trucks. 

By the 1940s, production had dwindled, and the last Heisler locomotive was built in 1941.  Despite the end of their production, many Heisler locomotives continue to be cherished by railroad historians and preservationists.

More than two dozen Heislers have been preserved across the United States, with five currently operational at tourist and heritage railroads.

These locomotives not only serve as a functional reminder of a bygone era but also offer invaluable insights into the technological advancements and challenges of historical rail transportation.

The Heisler represents a remarkable combination of innovation, durability, and adaptability, reflecting the unique demands and ingenuity of early 20th-century railroading.

Through ongoing preservation efforts, the legacy of the Heisler locomotives continues to enchant and educate future generations on the rich history of rail transportation.

Preservation

While the Heisler saw fewer sales than either the Shay or Climax it did have a few advantages against its more successful competition.

One of these is at the famous Cass Scenic Railroad in Cass, West Virginia. Cass Scenic  is home to the largest collection of operating Shays in the country and is well worth the trip to ride this historic operation if you have the chance.

Other places to catch Heislers in action include the Sumpter Valley Railway, Silver Creek & Stephenson Railroad, Oregon Coast Scenic Railroad, and the Roots of Motive Power (in Willits, California). 

Extant Examples

Included within the below list are also surviving fireless 0-4-0Fs which were constructed by Heisler.

Sources

• Adams, Kramer A. Logging Railroads Of The West. New York: Bonanza Books, 1961.

• Fetters, Thomas.  Logging Railroads Of South Carolina.  Forest Park:  Heimburger House Publishing Company, 1990.

• Fetters, Thomas.  Logging Railroads Of The Blue Ridge And Smoky Mountains, Volume I (Gold Mountain, Black Mountain And White Top).  Hillsboro: TimberTimes, 2007.

• Fetters, Thomas.  Logging Railroads Of The Blue Ridge And Smoky Mountains, Volume 2 (Tallulah Falls, Anna Ruby Falls, And Jeffrey's Hell).  Hillsboro: TimberTimes, 2010.

• Gove, Bill.  Logging Railroads Of The Adirondacks.  Syracuse:  Syracuse University Press, 2006.

• Gove, Bill.  Logging Railroads Of New Hampshire's North Country.  Littleton: Bondcliffs Books, 2010.

• Kline Jr. Benjamin F.G.  Tall Pines And Winding Rivers: The Logging Railroads Of Maryland.  Strasburg:  The Friends Of The Railroad Museum Of PA, 2007 (Second Edition).

• King, Frank A.  Minnesota Logging Railroads.  Minneapolis:  University Of Minnesota Press, 2003 (First University Of Minnesota Press Edition).

• Labbe, John T. and Replinger, Peter J.  Logging To The Salt Chuck.  Seattle:  North West Shore Line, 1990.

• Lawson Jr., Thomas.  Logging Railroads Of Alabama.  Birmingham: Cabbage Stack Publishing, 1996.

• Warden, William E. West Virginia Logging Railroads. Lynchburg: TLC Publishing, 1993.