Now I get it! Glad you got it open From my observations the case and movement are from the same era, the case 'originally' was a Model A case, and was the 'smooth pendant' version Here is factory info from There is one issue IMHO, the dial is a replacement reproduction, fake, etc The melamine dials were notorious for deteriorating and flaking apart.
You "can" find decent original dials I don't have a scale or I would give the movement weight and Model A case weight I am surprised at the weakness of the signature "engraving" inside the back. The gold work looks pretty professional, but such a craftsman would have been a pretty good engraver also. If there are no signs of heat discoloration anywhere I would wonder if the gold were epoxied onto the case. Hi Tom, Had a jeweler look at the method of attaching the gold.
He believes the case was plated, then the gold was soldered with gold solder. He said quite a professional job and was completed excellently.
I wish someone could weigh that same model so that I could know the amount of gold used. Normally in nuggeting things, jewelers like to use rather flat thin nuggets; but these are not that. They are rather thick and I believe there is over an ounce of gold nuggets that were used. I appreciate all the info about this. Hi Terry, Yes, we looked at the nuggets under a microscope and they were indeed attached with gold solder.
It was quite the professional task, and they are very smooth, with no sharp edges. Yet, it appears as though it was stored somewhere and not used. It's in very nice condition. I'm not sure anyone in this area can appraise such watches with all that gold on it. Interesting for sure. I am surprised nobody has weighed a watch for you yet. My scale is on it's way from the ebay seller and I gave my only B to a buddy who still works on the RR so the above is the best I can do.
I am assuming the weight you gave is 5 Troy OZ. That fob must have been huge at Grams. Tom, I am guessing the "engraving" was done earlier perhaps by the first owner.
Last edited: Sep 10, Hi and thank you for the note. I wrote to a watch repair company on the east coast. He said it would depend on the case as to the weight, but he did weigh a B for me and came up with 3 ounces. Yes, my weight on it is in troy ounces, so I will need to make the adjustment. But, I am getting close, and know for sure there is over an ounce of gold on the watch.
It is much closer to 2 ounces, but your numbers will give me a better idea. Yes, that fob was HUGE I have pics of the fob, as I was planning on bidding on it. I know who has it, and will try to purchase it! The fob also had a large gold peso on the end, which also was surrounded in nuggets. Can't wait to get the exact weight on the watch! I thank you very much! This will make it easy to figure out! Seems like about 50 grams of gold And then there are diamonds also.
I was worried I paid too much. You must log in or register to reply here. Find member. Longtime GM chairman Alfred P. Kettering of the GM Research Corporation. Baldwin made steam engines for domestic US railroads, the US Army, British Railways, and made around one thousand E or Ye type engines for the Soviet Union in the Lend Lease arrangement of an order of or so engines with other builders contributing to the total. Baldwin was benefited by the petroleum crisis of , which boosted demand for their coal-fired steam locomotives while acquisition of EMD's diesel locomotives was in its most restricted period.
In Baldwin launched its belated road diesel program, producing a prototype 'Centipede' locomotive which was later rebuilt to introduce their first major product in the postwar market. During World War II Baldwin's contributions to the war effort included not only locomotives and switchers but also tanks. A Baldwin subsidiary, the Whitcomb Locomotive Company, produced hundreds of ton diesel electric locomotives for the Army and received the Army-Navy 'E' award for production. Between and , domestic steam locomotive sales declined from 30 percent of the market to 2 percent.
In July Westinghouse Electric, which had teamed with Baldwin to build diesel and electric locomotives and wanted to keep their main customer in the rail industry afloat, purchased , shares, or 21 percent, of Baldwin stock, which made Westinghouse Baldwin's largest shareholder. Baldwin used the money to cover various debts.
Westinghouse vice president Marvin W. Smith became Baldwin's president in May In a move to diversify into the construction equipment market, Baldwin merged with Lima-Hamilton on December 4, , to become Baldwin-Lima-Hamilton. However, Lima-Hamilton's locomotive technology was unused after the merger and market share continued to dwindle. In Westinghouse discontinued building electrical traction equipment, so Baldwin was forced to reconfigure their drive systems based on General Electric equipment.
In , during which time they were being virtually shut out of the diesel market, Baldwin delivered one steam turbine-electric locomotive to the Norfolk and Western railroad, which proved unsatisfactory in service. In , after years of continuous locomotive production, Baldwin closed most of its Eddystone plant and ceased producing locomotives.
The company instead concentrated on production of heavy construction equipment. In Baldwin became a wholly owned subsidiary of Armour and Company. Baldwin built many 'American' type locomotives the locomotive that built America. It was also well known for the unique cab-forward articulateds built for the Southern Pacific Company and massive for the Atchison, Topeka and Santa Fe Railway.
Baldwin also produced their most powerful steam engines in history, the 'Yellowstone' for the Duluth, Missabe and Iron Range Railway. The Yellowstone could put down over , lbf They routinely hauled car trains weighing over 18, short tons 16, long tons; 16, t.
Three have been preserved. One of Baldwin's last new and improved locomotive designs were the 'Northern' locomotives. Baldwin's last domestic steam locomotives were s built for the Chesapeake and Ohio Railway in Baldwin , the company's demonstration steam locomotive, is on display at the Franklin Institute in Philadelphia. On a separate note, the restored and running steam locomotive at Fort Edmonton Park was built by Baldwin in There are many Baldwin built steam locomotives currently operating in the United States, Canada, and several other countries around the world.
Out of all the Baldwin built steam locomotives that are operational or have operated in recent years, the most recognized locomotives are Reading , Southern Railway , Frisco , Nickel Plate , Southern Pacific , Southern Pacific , Spokane, Portland and Seattle , the oldest surviving Northern type steam locomotive, Santa Fe , and the last domestic steam locomotive Baldwin built, Chesapeake and Ohio In Australia, five of the twenty NSW 59 class Baldwin s which entered service in survive.
Baldwin Locomotive Works built steam engines for narrow-gauge railways as well. They also built many boilers for heating and powering buildings and industry.
Built in , the fleet of ten has seen only one scrapped in , as a result of falling into the turntable pit in Salida, CO. New Zealand Railways NZR was a major customer from when it imported six based on the Denver and Rio Grande locomotives due to their similar rail gauge, these were given the road class of T.
The next was a double emergency order of six classed N and six classed O after a British order for similar locomotives failed to meet ontime delivery and weight limitations specified in contract.
Baldwins seized on the opportunity to impress the NZR with a prompt six-month delivery of all 12 locomotives. Another four of the hard working N class were purchased in The popular class of 22 Ub locomotives consisting of 10 flat valve and 10 piston valve Baldwins supplying all but two proved themselves well at the turn of the twentieth century with the last retiring as late as A requirement for a larger firebox version of the class ended up creating a whole new locomotive with the birth of the wheel arrangement, the Pacific was born.
They were classed as Q in NZR service and remained in use until Being a new type of locomotive, the Q class had their shortcomings but eventually performed well Only one engine has been preserved, originally sold to the Newfoundland Railway in September They lasted until Like all American locomotives produced at the time, the Baldwins had 'short' lifespans built into them but the NZR were happy to re-boiler almost their whole fleet to give them a longer life of hard work.
NZR were generally happy with their Baldwin fleet. A private Railway operating in New Zealand at the time exclusively purchased Baldwin products after facing the same difficulties with British builders the NZR had. The Wellington and Manawatu Railway — operated small fleets of 4 , 6 , 1 , 2 and a large 1 tank locomotive. When the NZR took over the railway, its fleet was absorbed into sub-classes of those operating already in the main fleet.
A six-ton, cm gauge built for the Tacubaya Railroad in was the smallest ever built by Baldwin for commercial use. In the late s, many British builders were recovering from an engineers' strike over working hours, leaving backlogs of orders yet to be fulfilled.
This prompted British railways that were in immediate need for additional motive power to turn to Baldwin and other US builders. Examples of engines built in response include three batches of tender engines for the Midland Railway, Great Central Railway [48] , and Great Northern Railway, respectively, as well as the Lyn, a T tank locomotive for the 1 ft Unfortunately, many of these engines were unpopular with the crews due to their designs being atypical, and many, including all of those built for the three standard gauge British railways and the Lynton and Barnstaple's Lyn, were scrapped when no longer needed.
Also during the late s, two T 'Prairie' tank engines were built for the Victorian Railways V. They were used as a trial on the new 2 ft 6 in mm narrow gauge railways. Fifteen more N A class locomotives were built by the V. Unfortunately, only six have survived and both of the original Baldwin engines were among those scrapped.
After the war surplus locomotives were sold, finding new uses in France, Britain and India. It was apparently unpopular with crews although photographs show that it was used regularly until the railway was closed. It was scrapped in when the derelict railway's assets were requisitioned for the war effort. Baldwin also built six engines for the Manitou and Pike's Peak Railway, three of which were delivered in , with the fourth being delivered in These engines featured steeply inclined boilers and used the Abt rack system to propel them up the average 16 percent grade.
The last Baldwin engine was taken out of regular service in During the following years the engines were used as back-up engines and for snow removal. Three of the engines are currently on static display around Colorado.
One No. The other two on display are located in Manitou Springs, Colorado: one No. The engine No. However, it no longer completes the journey to the top of Pike's Peak due to the fact that many of the water tanks along the line have been removed.
Engines No. In , the 6 was purchased by southeastern Iowa's Midwest Central Railroad as part of a package deal including the 2 below. It was the first locomotive to operate on a regular basis at the MCRR and was their main engine until when it was taken out of service for a major overhaul.
Completed in , this ground up rebuild included a new boiler and conversion to oil fire. A 'medium' boiler repair was started in , with the work completed in September , in time for the Midwest Old Thresher's Reunion.
The 2 hauled freight and passengers on this small operation until the mids. In , the locomotive was sold to the Argent Lumber Company in South Carolina where it worked along with the 6 in swamp trackage, hauling logs to the mill in Hardeeville. Upon arrival at the MCRR in , it received substantial repairs and was put into service by the early s, replacing the 6 as the MCRR's main engine.
In , the 2 was taken out of service for a complete rebuild which is still in progress as of January Disney , twin locomotives No. Disney and the Roger E. Broggie , respectively and a Class 8-D No. From the early years of the 20th century Baldwin had a relationship with the Westinghouse Electric Company to build electric locomotives for the American market.
The electric locomotive was increasingly popular; electrification was expensive, but for high traffic levels or mountainous terrain it could pay for itself, and in addition some cities like New York, were banning the steam locomotive because of its pollution and the propensity for accidents in smoke-choked terminals. Aurora machinery was moved to Lancaster in summer of Among the leading business and professional men of Lancaster who founded the Hamilton Watch Company were J.
Bausman, John F. Brimmer, Harry B. Cochran, Frank P. Coho, C. Fondersmith, George M. Franklin, John Sener, John C. Hager, J. McCaskey, H. North, Martin Ringwalt, J. Frederick Sener, William Z.
Sener, James Shand, Peter T. Watt and H. Charles D. Rood and Henry J. Cain of Springfield, Massachusetts represented the Aurora interests.
The Hamilton Watch Company was founded in and set out to serve the railroad market with accurate timepieces. The rugged, precision watch that Hamilton produced became a favorite among railroad watch inspectors and personnel.
In fulfilling the railroads' requirements for accuracy, it also filled the needs of the general public for a timepiece of high quality. Miller, vice-president, left Lancaster to become its general manager. Trademarks of the E. Howard Watch Company were acquired by Hamilton in
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