S. Berliner, III's sbiii.com GE Dan Patch #100 Survivor Boxcab Page keywords = boxcab Dan Patch Minneapolis St. Paul Rochester Dubuque Traction ALCo GE IR I-R American Locomotive Company General Electric Ingersoll Rand EMD Electro motive oil diesel gas engine rail road 100 Minnesota Transportation museum

Updated:   10 Oct 2012,  20:15  ET
[Page converted 10 Oct 2012; page created 31 Aug 2000;
    original AT&T Worldnet Website begun 30 May 1996.]
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URL:  http://sbiii.com/boxdp100.html
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S. Berliner, III
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note - The vast bulk of my massive Web presence (over 485 pages) had been hosted by AT&T's WorldNet service since 30 May 1996; they dropped WorldNet service effective 31 Mar 2010 and I have been scrambling to transfer everything.  Everything's saved but all the links have to be changed, mostly by hand.  See my sbiii.com Transfer Page for any updates on this tedious process.

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S. Berliner, III's


GE Dan Patch #100

Oil-Electric ("Diesel")
Survivor Boxcab Locomotive Page

(General Electric)



I-R 60-ton Demo

A new type of locomotive!
Ingersoll-Rand 1925 Demonstrator #9681
(later CNJ #1000)
(ALCo builders photo S-1484 - source uncertain;
possibly from 1980s AAR flyer)


Oil-Electric ("Diesel") Locomotives

(American Locomotive Company - General Electric - Ingersoll-Rand)

INDEX to Boxcabs Pages:

note-rt.gif   The primary Boxcabs Index has been moved to a separate page, together with links and credits.

Boxcab Help - A service for boxcab afficionados,
posting reasonable questions (at my sole discretion).

There are now more than seventy-five (75) BOXCAB pages;
see the full INDEX, now on a separate page.

[A new "bugaboo" has reared its ugly head - complexity of organization -
see COMPLEXITY on my main index page.]

  The Boxcabs Index Page.

This page was split off from the Survivors Roster page 31 Aug 2000.


Dan Patch #100 Data.
Dan Patch #100 Notes.
Comparison of Dan Patch #100 and GE Demo #8835.
Dan Patch #101 (not a survivor).

There are now separate pages for each surviving boxcab.

On the Survivor Boxcabs page:



There are at least 7 ALCo-GE-IR (and just GE-IR or GE alone) boxcab units surviving and 3 Baldwin-Westinghouse units, plus others.

Other surviving gas/oil-electric/diesel boxcabs are noted on the Other Boxcabs continuation page.

Other surviving electric (and any other odd) boxcabs are noted on the Odd Boxcabs continuation page.

Since Sep 2000, there had been an extremely-detailed and accurate site focusing exclusively on the earliest history of the ALCo-GE-IR (AGEIR) locos, John F. Campbell's http://www.execpc.com/~jcampbel/ageir.html ALCO /General Electric / Ingersoll-Rand (AGEIR) Diesel-Electric Locomotives" site; I heartily recommended it to everyone!  John Campbell had since added a complete roster of all the ALCo-GE-IR boxcab locos built in the first production run, totalling 33 units, from 1925 to 1930, but not the later Bi- and Tri-Power or GE-IR units.  Unfortunately, John passed away far too soon on 23 Feb 2005; for more information, click here.  That site is now hosted in John's honor by his e-friend and fellow boxcab aficionado S. Berliner, III (me); more boxcab information and photographs can be found on this (my) site, http://sbiii.com/boxcabs.html, et seq.  John's pages are not being changed or otherwise updated as to content, unless specifically so noted.

The Dan Patch #100 before restoration:

DP #100 MTM running
(Photo by Eric Hopp, courtesy of the MTM - all rights reserved)

Hey, folks, whatever happened to that Ingersoll-Rand demonstrator, #8835?  This is a photo of her:

'23 GE 60-ton Demo #8835
(Locomotive Cyclopedia, 1925, page 963, Fig. 2390,
as reproduced in TRAIN SHED CYCLOPEDIA No. 20, June 1974)

This following photo is NOT it; it is of #9681 (which became CNJ #1000):

I-R 60-ton Demo #9681
(photo provenance uncertain; possibly from 1980s AAR flyer)

Demo #8835 was the "single-ended" 1923 GE unit first demonstrated in 1924 with an I-R engine driving a 200Kw. generator and later scrapped by GE at Erie in 1926 (much more on this to follow elsewhere).

The demo unit, #8835, and survivor Dan Patch #100 have a lot in common and even look vaguely alike at first glance (especially in being "single-ended" with a narrow nose and a flat rear); I have attempted to highlight the similarities and differences herein.

1.  57-ton, 350-hp MStPR&DETCo. (Dan Patch) #100:

Builder's Plate Data

NO. 3763
Class 404 G-112-4-GE-205-D


and the right-side Builder's Plate, itself, at about half-size
(or a substitute - see the extra holes to the right!)

1913 GE Dan Patch #100 (builder's plate) at MTM
(photo © 1999 S. Berliner, III - all rights reserved - photo taken at MTM, 23 Aug 1999.)

57-ton, 350-hp Minneapolis, St. Paul, Rochester & Dubuque Electric Traction Co. (Dan Patch Electric Lines) #100 at Minnesota Transportation Museum, St. Paul.  Originally built by GE in June of 1913 as a two-engined (GM-16C4 - 175hp) gas-electric of 36' 4" length, sold to Central Warehouse Co., St. Paul, converted by CW in 1918 to straight electric with trolley pole, sold to Minneapolis, Anoka & Cuyuna Range in 1922, sold to Northern Ordnance in 1943, rehabilitated and renumbered #1, back to #100 in 1946, converted to diesel-electric (250-hp Waukesha 6 WAKDU) in August 1957, sold to FMC in 1964, on land bought by GN in 1966, and finally donated to MTM in 1967.  Claimed by GE as first internal combustion locomotive in world (but was actually second - there was a 22-ton, 30" gauge, diesel-electric built in 1912).

The second unit built eventually ended up in Brooklyn, NY, as Jay Street Connecting Railroad #3.

FIRST I.C. LOCO! - Gottlieb Daimler built an internal-combustion-powered locomotive ca. 1890!  For more information, click HERE!

1913 GE Dan Patch #100 at MTM
(photo © 1999 S. Berliner, III - all rights reserved - photo taken at MTM, 23 Aug 99;
lighting and access were not condusive to good overall views.)
[Thumbnail image; click on picture for full image.]

Because the engine is so unique, and was so inaccessible in the shop*, I replicated pictures of Dan Patch #100 as she once was from the walls of the museum (with permission):

1913 GE Dan Patch #100 at MTM

1913 GE Dan Patch #100 at MTM

1913 GE Dan Patch #100 at MTM

(photos © 1999 S. Berliner, III - all rights reserved - photos taken at MTM, 23 Aug 1999;

Look at the incredible amount of room in that forward cab!

1913 GE Dan Patch #100 at MTM   1913 GE Dan Patch #100 at MTM
(photos © 1999 S. Berliner, III - all rights reserved - photos taken at MTM, 23 Aug 1999.)
[Thumbnail images; click on pictures for full images.]

Not that the rear cab is crowded in any way, but it's not that roomy!  I couldn't climb back for a photo.

* - but see below.

NOTES on Dan Patch #100:

1.  57-ton, ~250{?}-hp MStPR&DETCo.  (Dan Patch) #100:

Not only does Dan Patch #100 survive, she scoons!  Phillip Wellman e-mailed me on 12 Nov 1998 to advise that he has "the great honor" of working on the Dan Patch #100, and that he is "VERY" proud to announce "(Drum roll...) that after 10+ years out of service, the Dan Patch is once again an operable locomotive" {emphases mine}!  Phil goes on to report that {very slightly edited} "Not to blow my own horn or anything, but over the past couple of months, another museum volunteer and I have restored the Dan Patch to operation.  There was not much wrong with it, for it was 'Stored Serviceable' by MTM in the 1980's when we bought some larger EMD switchers to handle the excursion operations.  It had a bad case of clogged fuel filters, but after that was cleared up, she ran great!  We had her out for a test run one Saturday afternoon.  We ran her light with no cars, but I have heard (and is apparent by her electrical gear) that she really isn't a very beefy locomotive, on account of her being rehashed so many times.  One member who has been around longer than I and remembers her running in MTM's early days says that her limit is 'NP 1102 (our heaviest passenger car) up Stillwater Hill (very steep) on a dry day.'  Which roughly translates to 2 loaded passenger cars on straight and level track.  Our current plans for the 'Patch' are to use her for special occasions such as the planned opening of our Jackson Street Roundhouse sometime next year." Way to go, Phil!

Once there at the MTM on 23 Aug 1999, I found her power plant to be a Waukesha sled, mounted sideways, with the radiator sticking out of the right side of the carbody about 2/3 of the way back!  Weird!  Here's the sled:

1913 GE Dan Patch #100 (radiator) at MTM   1913 GE Dan Patch #100 (Waukesha sled) at MTM

Waukesha Sled Radiator      Waukesha Sled (inside view)
(outside view to rear along right side)    (looking from engineer's stand rearward)

(photos © 1999 S. Berliner, III - all rights reserved - photos taken at MTM, 23 Aug 1999)
[Thumbnail images; click on pictures for full images.]

Comparison of Dan Patch #100
and GE Demo #8835

The most obvious external differences are that the Dan Patch #100 and the other early GE electric boxcabs had an angular, wedge-shaped nose (three-sided - two angled windows and a transverse middle window) with a single-curved roof and a pronounced brow or overhang at the front; the #8835 had a double-curved roof that came down in front and a rounded nose (not to mention the #100's incredible nose-mounted steamer headlight and that side-mounted external Waukesha radiator, which is not original and is ignored here):

1913 GE Dan Patch #100 at MTM '23 GE 60-ton Demo #8835
(photos from SB,III at MTM (l.) and 1925 Loco Cyc. (r.) - per credits above)

Oh, I almost forgot; the Dan Patch and her sisters did not have the classic, roof-mounted, curved, fin-tube, convection radiators that were a trade mark of the first production ALCo-GE-IR units, and Dan Patch #100 has a door on the left front, which NONE of the ALCo-GE-IR units had.

The most obvious external similarities (other than that both are old, odd-looking, 4' 8½ gauge, steel-bodied, medium-sized, boxcab locomotives) are that Dan Patch and #8835 are "single-ended", unlike other boxcab electrics and later gas- and oil-electrics, with a pointed or curved front and a flat rear.

Another difference is that Dan Patch never had a forward-scanning radar antenna above the nose - I wonder what that gizmo up topside on #8835 could actually be?

Well, according to our redoubtable John Campbell, that was the "Art Deco" capped exhaust {over the engineer?}.  Yup, per the drawings, it was the forward of a pair sticking up through the roof from a common, longitudinal, internal muffler or collector, the second being directly over the generator (aligned over the forward edge of the middle side window).

From the Other Boxcabs page 2:

26 Mar 1999 - Bruce Schryver advised that "Pacific Electric had two similar units, numbers 1501 and 1502 that they received from somewhere back east.  These were gas-electric, but had the same configuration.  They were fitted with trolley poles to control crossing signals, and were used for short haul service in areas where they intersected non-electrified trackage" (PE ran lots of electric box motors).

Norm Metcalf of Boulder, Colorado, advised (12 Oct 2000) that the units may have come from the Minneapolis, St. Paul, Rochester & Dubuque Electric Traction Co. (the "Dan Patch Line") and that their #103 is said to have become PE's 2nd #1501.

Per Norm, page 519 of Olson's "The Electric Railways of Minnesota" gives (possibly conflicting) dispositions for MStPR&DET #100 through #103.

Here are two photos from Dan Mewhinney of Dan Patch as she ran on the Minneapolis, Anoka & Cuyuna Range, with a pole, and as restored and operating:

DP #100 MA&CR r front

DP #100 MA&CR r rear
(photos courtesy of D. Mewhinney - all rights reserved)

The MTM also has a rusted oddball, a 1930 Baldwin-Westinghouse Visibility Cab diesel, ARMCO #B-71; for the purposes of these pages, she's hereby dubbed a "semi-boxcab".  There is a second B-W Visibility Cab unit, ARMCO B-73, at the Pennsylvania Trolley Museum in Washington, Pennsylvania (just south of Pittsburgh, and a Canadian-built variant, CN #7700/#77, at the Canadian Railway Museum near Montréal - see Baldwin Boxcabs for more on these units!

See my page on B-71 linked directly above and for a more-detailed history of the Dan Patch #100, see the MTM site; because the MTM has had a new URL since about Feb 1999, with frames (what a pain!), you'll have to click your way in to the history from the home page; start with the Jackson Street Roundhouse, then the Equipment Roster, then scroll down Locomotives to Dan Patch 100 and click on the name, and, voilà, Dan Patch Electric Lines 100, and scroll down to read her history.

Dan Patch Update

09 Jan 2001 - Phil Wellman wrote that the Dan Patch #100 "has been relocated from the pole barn to the roundhouse!" and sent this snippet from a little e-mail "press release" {excerpted}:

"The Dan Patch, the museum's rarest, most valuable, and perhaps most fragile piece of equipment, was moved today {"today" being Saturday, 06 Jan 2001} from the pole barn to track 21 in the Jackson Street Roundhouse.  The move was completed with no accidents, no injuries, no incidents, and no surprises.  Working in close cooperation with the Roundhouse, volunteers from the Railroad laid track and moved the 60 ton Dan Patch with precision and a gentle touch, inching carefully across the turntable pit* and into the Roundhouse."

[* - Happily, there WAS a turntable (Danish) in the pit at the time!  Also, "fragile" refers to its rarity, not its durability; smashing her up in a move would be akin to breaking a priceless old vase!]

Better yet, Phil sent these photos of a prior switching move (Winter 2000), which I termed "Patchwork" (and Phil threatened to send more Patchpix, of #100 in the Roundhouse):

{six images by Mike Gamble lost - to be restored}

Phil then wrote further that they pushed her with their "little G.E. 45 ton 'critter' NSP 5 (ex Northern States Power) over some pretty darn 'interesting' temporary trackwork."

It turns out that Dan Patch #100 originally had BOTH ends of the locomotive looking like the current FRONT {which makes perfect sense when you read John Campbell's account of #8835 - the original GE Rail Motor Car units were made by the Wason Car Company with both ends rounded}.  It was supposedly involved in a wreck somewhere along the line (MTM doesn't know exactly when) and the rear end was squared off for its current look.  Phil sent this squib from the MTM Website:  "In 1914 100 was damaged in a head-on collision with passenger motor car 7 which occurred between Orchard Gardens and Lakeville.  Repairs were undertaken in the 60th St. shops and in the process the damaged end was modified in appearance.  The cab was extended to fully enclose the former open platform which was also squared off.  A finned-tube roof-top radiator replaced the mechanical radiator."

    [see below for original appearance]

Phil also objects to my term "single-ended" because he says it is "actually a double-ended locomotive, as opposed to single-ended; there is another control stand towards the rear, right along side the Waukesha diesel (ear plugs required!  Heck, you need earplugs anywhere NEAR the thing!)"  Well, I won't argue the semantics of it; the front and back of #100 (and also of #8835) are quite different and I was unable to show the rear control stand above.

Further update - John Wickre, Museum Manager at the MTM's Jackson Street Roundhouse advises (30 Jul 201) that a "contractor is ready to begin work on the turntable pit and related trackage.  The turntable should be working by next spring"; it might even be ready before winter, but he can't promise that.  "Once the turntable is in, {they} will be able to move equipment in and out of both the museum (Bay D) and maintenance (Bay C) sections of the roundhouse."

Uh-oh!  Here is an undocumented photo; I hope I'm not stepping on any toes here - Dan Patch as restored and operating:

DP #100 MTM running
Provenance uncertain but last photo may be from (or by) "Coke" ("Cooke"?).

Now here's a pair of old photos with definite provenance; a fellow named Raymond S. Zeitler, who came up with an unsuccessful line of boxcabs and motor cars from his Zeitler Gas Car & Locomotive Company, wrote an instructional (and probably self-serving) book ca. 1921 entitled "Self-Contained Railway Motor Cars and Locomotives".  In it, he included a short section about General Electric's Dan Patch locomotive (which I have transcribed and posted here) with these figures (74 and 75):

= = = * = = =

Page 103

General Electric Locomotive.  The gas-electric locomotive illustrated in Figs. 74 and 75 was built by the General Electric Company, Schenectady, New York, and is used by the Minneapolis, St. Paul, Rochester and Dubuque Electric Traction Company, operating what is popularly known as the "Dan Patch" electric line, which is said to be the first railroad operating entirely with an internal-combustion engine service.  This 60-ton locomotive is double ended, being built with the box type of cab extending nearly the entire length of the underframe and having all the

Page 104

weight on the drivers.  The wheels are 33 inches in diameter, each truck being equipped with 100-horsepower motors.  The truck clearances allow for a 100-foot minimum radius of track curvature.

    Power Plant.  The power plant consists of two 135-kilowatt generating plants similar to the ones used in the gas-electric motor car {apparently described earlier in the work} and one engineer is required for its operation.  Each of the two gas-electric generating plants is composed of a 175-horsepower, 550-rpm., eight-cylinder four-cycle gasoline engine of the V type direct connected to a 660-volt commutating-pole, compound-wound electric generator, with an outboard bearing supported by brackets bolted to the magnet frame.  The cylinders have an

Zeitler 74 Dan Patch #100 as built

{Note the original "classic" double-ended boxcab appearance.}

8-inch bore and a 10-inch stroke.  Ignition is by a low-tension magneto.  The engines are started by compressed air in the same way as on the gas-electric cars, with the additional feature that after the first one is running the second may be started electrically from it.  The control is arranged so that one or both generating sets may be used to operate the locomotive from either end in accordance with the trailing load.  Compressed air for starting is taken from the main reservoirs of the air-brake system, these being built with a surplus capacity.  Two single-cylinder air compressors which are driven from the crankshafts of the main engines have a displacement of 22½ cubic fet of free air per minute at the rated speeds and are fitted with automatic governors to maintain a constant pressure.

    The engines can rotate at normal speed irrespective of the speed of the locomotive and can deliver their maximum power at all times,

Page 105

a feature of advantage on grades, in case of storm, or under other emergency conditions involving sudden heavy current demands.

    Auxiliary Power Plant.  The locomotive is provided with an auxiliary gas-electric set to furnish power for lighting the cab, headlights, and trailers and for pumping an initial charge of air to fill the reservoirs and start the engines.  This set is started by hand and consists of a vertical four-cylinder four-cycle 750-r.p.m. gasoline engine which is direct connected to a 5-kilowatt 65-volt commutating pole compound wound electric generator.  The cylinders have a 3-inch bore with a 6-inch stroke, and ignition is by a high-tension magneto.  The air compressor on the 65-volt circuit is of the two-cylinder railway type and has a displacement of 25 cubic feet per minute against a tank pressure of 90 pounds per square inch.

Zeitler 75 Dan Patch #100 interior

    Air for all the compressors is taken from the cab interior through screens and delivered to the three reservoirs, each 18 inches by 87½ inches, which are installed at one side of the cab in the center and are connected in series, thereby affording an opportunity for the radiation of heat and the condensation of moisture before the air enters the air-brake cylinders.  After starting the main engines, the governor cuts out the motor-driven set and all air is supplied by the air compressors on the main engines.

    Tractive Effort.  Mounted on the axles with nose suspension are four General Electric 205D 600-volt commutating-pole series-wound box-frame railway motors, having an hourly rating of 100 horsepower each.  All four axles are, therefore, driving axles.  The gear ration is 17:58 (a reduction of 3.41), which ratio is especially adapted for freight and switching service as it affords a maximum

Page 106

tractive effort for starting and and low speeds.  the motors are ventilated by a special vacuum system operated in conjunction with the engines.  The performance of the locomotive is approximately such that a tractive effort of 16,000 pounds is provided at 5 m.p.h. and 3500 pounds at 30 m.p.h.

    Control of Motor Equipment.  The control of the motor equipment is similar to that of the standard gas-electric motor car, with the cab installed at each end.  The motors, however, are connected permanently in pairs in parallel, and the two pairs, operating like single motors, are placed progressively in series and in parallel.  The controller provides seven running steps in series and six in parallel without rheostats in the main circuit.  There are two additional points for shunting the fields, making a total of fifteen running points.

    To produce smooth and rapid acceleration, the speed changes are made by governing the voltage through varying the strength of the generator fields, this being accomplished by movement of one handle on the controller.  Separate handles are provided for throttling the engine and reversing the motors.  The latter operation is accomplished by changing the motor connections in the usual manner and without stopping the engines, which always rotate in the same direction.  This, in an emergency, allows the train to be brought quickly to a stop independantly of the brakes.

    Construction Data.  A 300-gallon gasoline tank fitted with cap and filler is installed beneath the underframing of the locomotive.  The radiators are of the fin type and are mounted on each section of the cab roof, the water being circulated by the thermosiphon system.  There is also a radiator draining system, the tanks being situated at one side in the central section of the cab; and a suction type of ventilator is mounted in the roof between the radiators.

    The principal data and dimensions are as follows:

Total net weight..................................120000 pounds
Weight, per axle...................................30000 pounds
Maximum tractive effort............................32200 pounds
Length between coupler faces................42 feet  4  inches
Length over cab.............................34 feet
Height over all.............................14 feet 10¾ inches
Width over all..............................10 feet  2  inches
Total wheel base............................24 feet
Rigid wheel base............................ 6 feet 10  inches

= = = * = = =

Note, however, that this locomotive is number 101, not number 100, so it is probably the not-so-much-Bigger Brother of #100, but it appears mechanically quite similar.  #101 is NOT a survivor but, because of the similarities, is covered here with #100.

[I am indebted to K. K. Wyatt, Curator of History & Technology, California State Railroad Museum (Sacramento), for this information about #101.]

I also found elsewhere that M. W. Savage owned the famous race horse, Dan Patch, so his railroads became known as “The Dan Patch Line”, somewhat different from the story on the MTM site.

Roster of surviving ALCo-GE-IR (and just GE-IR or GE alone) boxcabs on Survivor Boxcabs page.

Other surviving gas/oil-electric/diesel boxcabs are noted on the Other Boxcabs continuation page.

Other surviving electric (and any other odd) boxcabs are noted on the Odd Boxcabs continuation page.

Surviving boxcabs in Mexico now appear at BOXCABS MEXICANOS.  There is an American-styled boxcab preserved in England, the 1932 British Thomson-Houston.


  What happens to all this when I DIE or (heaven forfend!) lose interest?  See LEGACY.

There are now more than seventy-five (75) BOXCAB pages;
see the full INDEX, now on a separate page.


See Copyright Notice on primary home page.

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