1.
Swiss locomotive and railcar classification
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It started out as a uniform system for the classification and naming of all rolling stock, powered and unpowered, but had been replaced and amended by the UIC classification of goods wagons. The Swiss classification system was created by the Swiss federal railways department, in 1902, when the Swiss Federal Railways was founded as a government railway, that new railway also became bound by the system. The Swiss system is less precise than those other systems in the way it deals with axles, because it refers only to numbers, rather than to arrangements, of powered axles. The Swiss system is more a method of classifying locomotive. The classifications for which the Swiss system provides have always been adapted to new requirements. The last modification to the system occurred in 1968, with the publication of the Directory of the Rolling Stock of the Swiss Private Railways by the Swiss Federal Agency for Transport. For carriages and wagons, the system was progressively replaced from 1968 by the UIC international wagon classification system. However, all of Switzerlands powered rolling stock initially retained its Swiss type classification or class designation, the standard gauge private railways of Switzerland soon followed the example of the Swiss Federal Railways, and agreement was reached as to the allocation of number ranges. The narrow gauge railways have largely retained the old system for locomotives, railcars and passenger carriages, here is a description of the classification system as it operated up to 1989, and as it still operates in respect of narrow gauge private railway motive power. There is no provision for combining the codes A, B, C, D, E, G, R and T, the combination of H and G is possible. HG would therefore be a narrow gauge locomotive, with a mix of adhesion, since 1966, in respect of railcars and tractors, he or hm has meant pure rack rail drive, and eh or mh has meant a mix of adhesion and rack rail drive. Steam powered tank locomotives were given an E, and the maximum speed of the locomotive was designated with a lower case letter. Thus, an Ea 3/6 was a locomotive with vmax >80 kilometres per hour. With steam locomotives, separate driving mechanisms were displayed, so, for example, a Mallet locomotive was named G 2x2/2 or G 2/3+2/2, and not G 4/4 or G 4/5. Up until 1920, standard gauge locomotives were given the letter F. The class later designated as Be 5/7 was therefore originally named Fb 5/7, the designation R was originally intended for locomotives with an axle load of under 16 tonnes. These lightweight locomotives exert less stress on the rails when they negotiate curves, with the introduction of the Re 4/4II, the axle load limit was dropped following extensive testing. Several locomotives were given approval for higher cornering speeds, to which their type designation had not yet been adapted
2.
Atchison, Topeka and Santa Fe Railway
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The Atchison, Topeka and Santa Fe Railway, often abbreviated as Santa Fe or AT&SF, was one of the larger railroads in the United States. Chartered in February 1859, the reached the Kansas-Colorado border in 1873 and Pueblo, Colorado. To create a demand for its services, the set up real estate offices. Despite the name, its main line never served Santa Fe, New Mexico, as the terrain was too difficult, the Santa Fe was a pioneer in intermodal freight transport, an enterprise that included a tugboat fleet and an airline. Its bus line extended passenger transportation to areas not accessible by rail, the AT&SF was the subject of a popular song, Harry Warren & Johnny Mercers On the Atchison, Topeka and the Santa Fe, written for the film, The Harvey Girls. The railroad officially ceased operations on December 31,1996, when it merged with the Burlington Northern Railroad to form the Burlington Northern & Santa Fe Railway. The Atchison, Topeka & Santa Fe Railway was chartered on February 11,1859, to join Atchison and Topeka, Kansas, with Santa Fe, in its early years, the railroad opened Kansas to settlement. Much of its revenue came from wheat grown there and from cattle driven north from Texas to Wichita, rather than turn its survey southward at Dodge City, AT&SF headed southwest over Raton Pass because of coal deposits near Trinidad, Colorado and Raton, New Mexico. D&RG paid an estimated $1.4 million to Santa Fe for its work within the Gorge and agreed not to extend its line to Santa Fe, while Santa Fe agreed to forego its planned routes to Denver and Leadville. Building across Kansas and eastern Colorado was simple, with few natural obstacles and it set up real estate offices in the area and promoted settlement across Kansas on the land that was granted to it by Congress in 1863. It offered discounted fares to anyone who traveled west to land, if the land was purchased. AT&SF reached Albuquerque in 1880, Santa Fe, the destination of the railroad, found itself on a short branch from Lamy. In March 1881 AT&SF connected with the Southern Pacific at Deming, New Mexico, the railroad then built southwest from Benson, Arizona, to Nogales on the Mexican border where it connected with the Sonora Railway, which the AT&SF had built north from the Mexican port of Guaymas. The Atlantic & Pacific Railroad was chartered in 1866 to build west from Springfield, Missouri, the infant A&P had no rail connections. The line that was to become the St. Louis–San Francisco Railway would not reach Springfield for another four years, A&P started construction in 1868, built southwest into what would become Oklahoma, and promptly entered receivership. In 1879 A&P struck a deal with the Santa Fe and Frisco railroads to construct a line for each. The railroads would jointly build and own the A&P railroad west of Albuquerque, in 1883 A&P reached Needles, California, where it connected with an SP line. A&P also built a line between Tulsa, Oklahoma and St. Louis, Missouri for the Frisco, but the Tulsa-Albuquerque portion remained unbuilt, by January 1890, the entire system consisted of some 7,500 miles of track
3.
Baldwin Locomotive Works
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The Baldwin Locomotive Works was an American builder of railroad locomotives. It was originally located in Philadelphia, and later moved to nearby Eddystone, although the company was very successful as the largest producer of steam locomotives, its transition to the production of diesels was far less so. Later, when the demand for diesel locomotives to replace steam tapered off. It stopped producing locomotives in 1956 and went out of business in 1972, having produced over 70,000 locomotives and this company is not to be confused with E M Baldwin of Australia who made small locomotives for such things as sugar cane tramways. The Baldwin Locomotive Works had a humble beginning, the original engine was in use and powered many departments of the works for well over 60 years, and is currently on display at the Smithsonian Institution in Washington, DC. The Camden and Amboy Railroad Company had shortly before imported a locomotive from England and it had not yet been assembled by Isaac Dripps when Baldwin visited the spot. He inspected the detached parts and made notes of the principal dimensions, aided by these figures, he commenced his task. The difficulties attending the execution of this first order were such that they are not easily understood by present-day mechanics. It was under such circumstances that his first locomotive, christened Old Ironsides, was completed and tried on the Philadelphia and it was at once put in active service, and did duty for over 20 years. It was an engine, weighing a little over five tons, the driving wheels were 54 inches in diameter. The wheels were of heavy cast iron hubs, with spokes and rims, and wrought iron tires. It had a 30 inches diameter boiler which took 20 minutes to raise steam, Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840, as part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved relatively short-lived, they helped Baldwin pull through the hard times. Zerah Colburn was one of many engineers who had an association with Baldwin Locomotive Works. Colburn was full of praise for the quality of Baldwins work, in the 1850s, railroad building became a national obsession, with many new carriers starting up, particularly in the Midwest and South. While this helped drive up demand for Baldwin products, it increased competition as more companies entered the locomotive production field. Still, Baldwin had trouble keeping pace with orders and in the early 1850s began paying workers piece-rate pay, taking advantage of human nature, this increased incentives and productivity
4.
2-10-2
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In the United States of America and elsewhere the 2-10-2 is known as the Santa Fe type, after the Atchison, Topeka and Santa Fe Railway that first used the type in 1903. The 2-10-2 wheel arrangement evolved in the United States from the 2-10-0 Decapod of the Atchison, Topeka, consequently, the ATSF added a trailing truck to the locomotives which allowed them to operate successfully in both directions. These first 2-10-2 locomotives became the forerunners to the entire 2-10-2 family, the trailing truck allows a larger, deeper firebox than that of a 2-10-0. Like all ten-coupled designs, the rigid wheelbase of the coupled wheels presented a problem on curves, requiring flangeless drivers, lateral motion devices. The 2-10-2s inherent problem was the low speed restriction on the type, further, the 2-10-2 had other inherent restrictions. In addition the 2-10-2, like the 2-6-2, had its main rod connected to the coupled axle, very near to the centre of gravity. The peak of the 2-10-2 design limitations was reached in the United States in 1926 and was overcome with the advent of the superior 2-10-4 design. Locomotives with a 2-10-2 wheel arrangement were used in a number of countries around the world, including those in North America, Western Europe, China, continental Europe saw a fair number of 2-10-2s, although the type was always less popular than 2-8-2 Mikados and 2-10-0 Decapods. A large number of European 2-10-2s were tank locomotives, taking advantage of the nature of the wheel arrangement. The metre gauge General Manuel Belgrano Railway in Argentina operated the E2 series of 2-10-2 locomotives and these required modification by Livio Dante Porta to achieve their full potential. Ten more powerful examples were introduced into service in 1964, two classes of 2-10-2 locomotives were used in the Belgian Congo. Two locomotives were built by Du Haine Saint-Pierre for the CF du Congo Superieur aux Grands Lacs Africains in 1937 and they had 510 by 530 millimetres cylinders and 1,060 millimetres diameter coupled wheels, with a working order mass of 64.7 tonnes. One locomotive was built for the CF du Bas-Congo au Katanga by Société Anonyme John Cockerill in 1947, numbered 901, in 1916, Canadian National Railways took delivery of ten Class T-1-a 2-10-2s from an order made by the short-lived Canadian Government Railways and built by ALCO. Ten more were delivered from the Montreal Locomotive Works in 1918, Canadian Locomotive Company produced five T-2-as in 1924. Ten ALCOs named T-3-as were acquired from the Boston and Albany Railroad in 1928, Canadian Locomotive Company produced the last series of 2-10-2s for CNR, a batch of 15 T-4-as in 1929, and 18 T-4-bs in 1930. The 2-10-2s began to be scrapped in the mid-1950s, with the last models being used until 1961, there are two surviving CNR 2-10-2 locomotives. One is no.4008 on display at the CNR Station in Rainy River, ON, the mainstay of Chinese steam was their 2-10-2 locomotives. This was the arrangement of the Chinese QJ class locomotives that were based on the Soviet LV class
5.
2-8-4
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This locomotive type is most often referred to as a Berkshire, though the Chesapeake and Ohio Railway used the name Kanawha for their 2-8-4s. In Europe, this arrangement was mostly seen in mainline passenger express locomotives and, in certain countries. In the United States of America, the 2-8-4 wheel arrangement was a development of the enormously successful United States Railroad Administration 2-8-2 Mikado. It resulted from the requirement for a locomotive with even greater steam heating capacity, the most practical solution was to add a second trailing axle to spread the increased weight of a larger firebox. The first American 2-8-4s were built for the Boston and Albany Railroad in 1925 by Lima Locomotive Works, the railroads route across the Berkshire mountains was a substantial test for the new locomotives and, as a result, the name Berkshire was adopted for the locomotive type. In Europe, 2-8-4 tender locomotives were designed mainly for passenger express trains, european 2-8-4 tank locomotives were a logical transition from the 2-8-2T locomotive types, allowing larger fireboxes and larger coal bunkers. They were mainly used for suburban services in heavily populated suburban areas of big cities. The Western Australian K-class was a class of 2-8-4T steam locomotives of the Western Australian Government Railways, between 1893 and 1898, the WAGR took delivery of 24 of these locomotives from Neilson and Company. They entered service on the Eastern Railway between Midland Junction and Northam, the South Australian Railways also operated 2-8-4s. Fleet construction commenced in 1930 and by the end of 1943, the design of these locomotives was based on American practices. After they were withdrawn from service by 1958, they were all scrapped, the heavy Class 214 1’D2’ two-cylinder simple expansion express passenger locomotive was developed in Austria in 1927. It was designed by engineers of the Floridsdorf Werke and was the largest Austrian steam locomotive, designed for the West railway express train service, they were to be used to haul 580 tons express trains from Wien Westbahnhof in Vienna over 317 kilometres to Salzburg. This mainline has three approximately 11. 3-kilometre long banks with gradients between 1 in 91 and 1 in 125, two prototypes were built in two-cylinder and three-cylinder versions. When tested, the two-cylinder version proved to be superior to the three-cylinder Class 114 version, in 1936, no.214.13 reached a speed of 156 kilometres per hour, the highest speed ever attained by an Austrian steam locomotive. The regular speed limit was 120 kilometres per hour, from 1938, the Deutsche Reichsbahn designated the locomotives class 12.0. In the summer of 1939, they hauled 600 tons express trains out of Vienna over Wienerwald at a speed of 65 kilometres per hour, in 1945, seven of these locomotives were taken over by the Soviet Military Administration when they occupied the Russian Zone in Austria. These locomotives had T painted before their numbers and were marked CCCP. The Russians did not transfer these locomotives out of Austria and, when they withdrew their forces in September 1955
6.
Whyte notation
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The notation counts the number of leading wheels, then the number of driving wheels, and finally the number of trailing wheels, groups of numbers being separated by dashes. Other classification schemes, like UIC classification and the French, Turkish and Swiss systems for steam locomotives, in the notation a locomotive with two leading axles in front, then three driving axles and then one trailing axle is classified as 4-6-2. Articulated locomotives such as Garratts, which are two locomotives joined by a common boiler, have a + between the arrangements of each engine. Thus a double Pacific type Garratt is a 4-6-2+2-6-4, for Garratt locomotives the + sign is used even when there are no intermediate unpowered wheels, e. g. the LMS Garratt 2-6-0+0-6-2. This is because the two units are more than just power bogies. They are complete engines, carrying fuel and water tanks, the + sign represents the bridge that links the two engines. Simpler articulated types such as Mallets, have a frame under a common boiler where there are no unpowered wheels between the sets of powered wheels. Typically, the frame is free to swing, whereas the rear frame is rigid with the boiler. Thus a Union Pacific Big Boy is a 4-8-8-4, four leading wheels, one group of eight driving wheels, another group of eight driving wheels and this numbering system is shared by duplex locomotives, which have powered wheel sets sharing a rigid frame. No suffix means a tender locomotive, T indicates a tank locomotive, in European practice, this is sometimes extended to indicate the type of tank locomotive, T means side tank, PT pannier tank, ST saddle tank, WT well tank. T+T means a tank locomotive that also has a tender, in Europe, the suffix R can signify rack or reversible, the latter being Bi-cabine locomotives used in France. The suffix F indicates a fireless locomotive, other suffixes have been used, including ng for narrow-gauge and CA or ca for compressed air. In Britain, small diesel and petrol locomotives are classified in the same way as steam locomotives. This may be followed by D for diesel or P for petrol, thus 0-6-0DE denotes a six-wheel diesel locomotive with electric transmission. Where the axles are coupled by chains or shafts or are individually driven, thus 4wPE indicates a four-wheel petrol locomotive with electric transmission. For large diesel locomotives the UIC classification is used, the main limitation of Whyte Notation is that it does not cover non-standard types such as Shay locomotives, which use geared trucks rather than driving wheels. The most commonly used system in Europe outside the United Kingdom is UIC classification, based on German practice, in American practice, most wheel arrangements in common use were given names, sometimes from the name of the first such locomotive built. For example, the 2-2-0 type arrangement is named Planet, after the 1830 locomotive on which it was first used, the most common wheel arrangements are listed below
7.
Steam locomotive
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A steam locomotive is a railway locomotive that produces its pulling power through a steam engine. These locomotives are fueled by burning combustible material—usually coal, wood, the steam moves reciprocating pistons which are mechanically connected to the locomotives main wheels. Both fuel and water supplies are carried with the locomotive, either on the locomotive itself or in wagons pulled behind, the first steam locomotive, made by Richard Trevithick, first operated on 21 February 1804, three years after the road locomotive he made in 1801. The first practical steam locomotive was built in 1812-13 by John Blenkinsop, Steam locomotives were first developed in Great Britain during the early 19th century and used for railway transport until the middle of the 20th century. From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric. The majority of locomotives were retired from regular service by the 1980s, though several continue to run on tourist. The earliest railways employed horses to draw carts along railway tracks, in 1784, William Murdoch, a Scottish inventor, built a small-scale prototype of a steam road locomotive. An early working model of a rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. His steam locomotive used interior bladed wheels guided by rails or tracks, the model still exists at the Ohio Historical Society Museum in Columbus. The authenticity and date of this locomotive is disputed by some experts, accompanied by Andrew Vivian, it ran with mixed success. The design incorporated a number of important innovations that included using high-pressure steam which reduced the weight of the engine, Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery owners and engineers. The visit was so successful that the railways in north-east England became the leading centre for experimentation. Trevithick continued his own steam propulsion experiments through another trio of locomotives, Four years later, the successful twin-cylinder locomotive Salamanca by Matthew Murray for the edge railed rack and pinion Middleton Railway debuted in 1812. Another well known early locomotive was Puffing Billy built 1813–14 by engineer William Hedley and it was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on display in the Science Museum. George Stephenson built Locomotion No.1 for the Stockton and Darlington Railway, north-east England, in 1829, his son Robert built in Newcastle The Rocket which was entered in and won the Rainhill Trials. This success led to the company emerging as the pre-eminent builder of locomotives used on railways in the UK, US. The Liverpool and Manchester Railway opened a year later making exclusive use of power for passenger
8.
Leading wheel
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The leading wheel or leading axle or pilot wheel of a steam locomotive is an unpowered wheel or axle located in front of the driving wheels. The axle or axles of the wheels are normally located on a leading truck. Leading wheels are used to help the locomotive negotiate curves and to support the front portion of the boiler, importantly, the leading bogie does not have simple rotational motion about a vertical pivot, as might first be thought. It must also be free to slip sideways to a small extent, the sliding bogie of this type was patented by William Adams in 1865. The first use of leading wheels is commonly attributed to John B, Jervis who employed them in his 1832 design for a locomotive with four leading wheels and two driving wheels. In the Whyte system of describing locomotive wheel arrangements, his locomotive would be classified as a 4-2-0, in the UIC classification system, which counts axles rather than wheels and uses letters to denote powered axles, the Jervis would be classified 2A. Locomotives without leading trucks are generally regarded as unsuitable for high speed use, the British Railway Inspectorate condemned the practice in 1895, following an accident involving two 0-4-4s at Doublebois, Cornwall, on the Great Western Railway. A single leading axle increases stability somewhat, while a leading truck is almost essential for high-speed operation. The highest number of leading wheels on a locomotive is six as seen on the 6-2-0 Crampton type. Six-wheel leading trucks were not very popular, the Cramptons were built in the 1840s, but it was not until 1939 that the PRR used one on the S1. AAR wheel arrangement Adams axle Trailing wheel UIC classification Whyte notation
9.
Bissel truck
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A Bissel truck is a single-axled bogie which pivots towards the centre of a steam locomotive to enable it to negotiate curves more easily. Invented in 1857 by Levi Bissell and usually known as a truck, it is a very simple. The Bissel truck also helps stabilize a train in a turn and it features a pair of inclined planes which mate with an opposing set on the engines frame where the two join. The more a truck moves to the side, the greater the lift to the outside of the locomotive, though the system was effective, casting and machining its sloping surfaces was expensive. A refinement, the Hudson-Bissell truck, delivered the result using less costly components. Instead of resting upon opposing planes, the frame is joined to the truck by two swing links. As the truck pivots sideways the outside of the locomotive is elevated, the pony truck can move radially around a real or virtual pivot. When the pivot is situated at a point inside the truck, what makes it a Bissel bogie is the pivot being placed outside to the rear or fore. In Mallet locomotives, the engine employed a special, very large. Examples of steam engines fitted with Bissell trucks include the German DRG Class 64, even some older electric locomotives have Bissell trucks, if the driving axles are located in the main frame rather than the now usual bogies. A British example was the London and North Western Railway 0-4-2 tank locomotive which was known as a Bissell tank or Bissell truck tank and it was also used on the South African Class 4E electric and Class 32-000 and 32-200 diesel-electric locomotives. Pony truck Articulated locomotive German article on Bissel bogie with diagrams
10.
Driving wheel
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On a steam locomotive, a driving wheel is a powered wheel which is driven by the locomotives pistons. On diesel and electric locomotives, the wheels may be directly driven by the traction motors. Coupling rods are not usually used, and it is common for each axle to have its own motor. Jackshaft drive and coupling rods were used in the past but their use is now confined to shunting locomotives, on an articulated locomotive or a duplex locomotive, driving wheels are grouped into sets which are linked together within the set
11.
Trailing wheel
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On a steam locomotive, a trailing wheel or trailing axle is generally an unpowered wheel or axle located behind the driving wheels. The axle of the wheels is usually located in a trailing truck. On some large locomotives, an engine was mounted on the trailing truck to provide extra tractive effort when starting a heavy train. Trailing wheels were used in early locomotives but fell out of favor for a time during the latter 19th century. As demand for more powerful locomotives increased, trailing wheels began to be used to support the crew cab, trailing wheels first appeared on American locomotives between 1890 and 1895, but their axle worked in rigid pedestals. It enabled boilers to be lowered, since the top of the frames was dropped down behind the driving wheels. The firebox could also be longer and wider, increasing the surface area and steam generation capacity of the boiler. One-piece cast-steel trailer trucks were developed about 1915, to provide the strength for a booster engine to be fitted to the trailing axle. Finally, about 1921 the Delta trailing truck was developed with a centering device at the rear ends of the truck frame. Delta trucks were soon enlarged to carry four trailing wheels, in the Whyte notation, trailing wheels are designated by the last numbers in the series. For example, the 2-8-2 Mikado type locomotive had two leading wheels, eight driving wheels, and two trailing wheels, some locomotives such as the 4-4-0 American type had no trailing wheels and were designated with a zero in the final place. In the UIC classification system, the number of rather than the number of wheels is counted. AAR wheel arrangement Steam locomotive nomenclature UIC classification Whyte notation
12.
United States
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Forty-eight of the fifty states and the federal district are contiguous and located in North America between Canada and Mexico. The state of Alaska is in the northwest corner of North America, bordered by Canada to the east, the state of Hawaii is an archipelago in the mid-Pacific Ocean. The U. S. territories are scattered about the Pacific Ocean, the geography, climate and wildlife of the country are extremely diverse. At 3.8 million square miles and with over 324 million people, the United States is the worlds third- or fourth-largest country by area, third-largest by land area. It is one of the worlds most ethnically diverse and multicultural nations, paleo-Indians migrated from Asia to the North American mainland at least 15,000 years ago. European colonization began in the 16th century, the United States emerged from 13 British colonies along the East Coast. Numerous disputes between Great Britain and the following the Seven Years War led to the American Revolution. On July 4,1776, during the course of the American Revolutionary War, the war ended in 1783 with recognition of the independence of the United States by Great Britain, representing the first successful war of independence against a European power. The current constitution was adopted in 1788, after the Articles of Confederation, the first ten amendments, collectively named the Bill of Rights, were ratified in 1791 and designed to guarantee many fundamental civil liberties. During the second half of the 19th century, the American Civil War led to the end of slavery in the country. By the end of century, the United States extended into the Pacific Ocean. The Spanish–American War and World War I confirmed the status as a global military power. The end of the Cold War and the dissolution of the Soviet Union in 1991 left the United States as the sole superpower. The U. S. is a member of the United Nations, World Bank, International Monetary Fund, Organization of American States. The United States is a developed country, with the worlds largest economy by nominal GDP. It ranks highly in several measures of performance, including average wage, human development, per capita GDP. While the U. S. economy is considered post-industrial, characterized by the dominance of services and knowledge economy, the United States is a prominent political and cultural force internationally, and a leader in scientific research and technological innovations. In 1507, the German cartographer Martin Waldseemüller produced a map on which he named the lands of the Western Hemisphere America after the Italian explorer and cartographer Amerigo Vespucci
13.
Chicago, Burlington and Quincy Railroad
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The Chicago, Burlington and Quincy Railroad was a railroad that operated in the Midwestern United States. Its primary connections included Chicago, Minneapolis-St. Paul, St. Louis, Kansas City, because of this extensive trackage in the midwest and mountain states, the railroad used the advertising slogans Everywhere West, Way of the Zephyrs, and The Way West. It merged into Burlington Northern in 1970, in 1967, it reported 19,565 million net ton-miles of revenue freight and 723 million passenger miles, corresponding totals for C&S were 1,100 and 10 and for FW&D were 1,466 and 13. At the end of the year CB&Q operated 8,538 route-miles, C&S operated 708, the earliest predecessor of the Chicago, Burlington and Quincy, the Aurora Branch Railroad, was chartered by act of the Illinois General Assembly on October 2,1848. The Aurora Branch was built from Aurora, through Batavia, to Turner Junction in what is now West Chicago, the line was built with old strap rail and minimal, if any, grading. The line from Aurora to Chicago was built through the towns of Naperville, Lisle, Downers Grove, Hinsdale, Berwyn. It was opened in 1864, and passenger and freight service began, regular commuter train service started in 1864 and remains operational to this day, making it the oldest surviving regular passenger service in Chicago. Both the original Chicago line, and to a lesser extent. With a steady acquisition of locomotives, cars, equipment, and trackage, the Burlington Route was able to enter the trade markets in 1862. From that year to date, the railroad and its successors have paid dividends continuously, the B&MR continued building west into Nebraska as a separate company, the Burlington & Missouri River Rail Road, founded in 1869. During the summer of 1870 it reached Lincoln, the designated capital of Nebraska and by 1872 it reached Kearney. That same year the B&MR across Iowa was absorbed by the CB&Q, by the time the Missouri River bridge at Plattsmouth, Nebraska was completed the B&MR in Nebraska was well on its way to the Mile High city of Denver, Colorado. That same year, the Nebraska B&MR was purchased by the CB&Q, Burlingtons rapid expansion after the American Civil War was based upon sound financial management, dominated by John Murray Forbes of Boston and assisted by Charles Elliott Perkins. Perkins was an administrator who eventually forged a system out of previously loosely held affiliates. Ultimately, Perkins believed the Burlington Railroad must be included into a powerful transcontinental system, though the railroad as far west as Denver and Billings, Montana, it had failed to reach the Pacific Coast during the 1880s and 1890s, when construction was less expensive. Though approached by E. H. Harriman of the Union Pacific Railroad, with its river line to the Twin Cities, the Burlington Route formed a natural connection between Hills home town of St. Paul, Minnesota, and the railroad hub of Chicago. Moreover, Hill was willing to meet Perkins $200-a-share asking price for the Burlingtons stock, by 1900, Hills Great Northern, in conjunction with the Northern Pacific Railway, held nearly 100 percent of Burlingtons stock. In 1901 a rebuffed Harriman tried to gain an indirect influence over the Burlington by launching a raid on the Northern Pacific
14.
Canada
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Canada is a country in the northern half of North America. Canadas border with the United States is the worlds longest binational land border, the majority of the country has a cold or severely cold winter climate, but southerly areas are warm in summer. Canada is sparsely populated, the majority of its territory being dominated by forest and tundra. It is highly urbanized with 82 per cent of the 35.15 million people concentrated in large and medium-sized cities, One third of the population lives in the three largest cities, Toronto, Montreal and Vancouver. Its capital is Ottawa, and other urban areas include Calgary, Edmonton, Quebec City, Winnipeg. Various aboriginal peoples had inhabited what is now Canada for thousands of years prior to European colonization. Pursuant to the British North America Act, on July 1,1867, the colonies of Canada, New Brunswick and this began an accretion of provinces and territories to the mostly self-governing Dominion to the present ten provinces and three territories forming modern Canada. With the Constitution Act 1982, Canada took over authority, removing the last remaining ties of legal dependence on the Parliament of the United Kingdom. Canada is a parliamentary democracy and a constitutional monarchy, with Queen Elizabeth II being the head of state. The country is officially bilingual at the federal level and it is one of the worlds most ethnically diverse and multicultural nations, the product of large-scale immigration from many other countries. Its advanced economy is the eleventh largest in the world, relying chiefly upon its abundant natural resources, Canadas long and complex relationship with the United States has had a significant impact on its economy and culture. Canada is a country and has the tenth highest nominal per capita income globally as well as the ninth highest ranking in the Human Development Index. It ranks among the highest in international measurements of government transparency, civil liberties, quality of life, economic freedom, Canada is an influential nation in the world, primarily due to its inclusive values, years of prosperity and stability, stable economy, and efficient military. While a variety of theories have been postulated for the origins of Canada. In 1535, indigenous inhabitants of the present-day Quebec City region used the word to direct French explorer Jacques Cartier to the village of Stadacona, from the 16th to the early 18th century Canada referred to the part of New France that lay along the St. Lawrence River. In 1791, the area became two British colonies called Upper Canada and Lower Canada collectively named The Canadas, until their union as the British Province of Canada in 1841. Upon Confederation in 1867, Canada was adopted as the name for the new country at the London Conference. The transition away from the use of Dominion was formally reflected in 1982 with the passage of the Canada Act, later that year, the name of national holiday was changed from Dominion Day to Canada Day
15.
Firebox (steam engine)
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In a steam engine, the firebox is the area where the fuel is burned, producing heat to boil the water in the boiler. Most are somewhat box-shaped, hence the name, the hot gases generated in the firebox are pulled through a rack of tubes running through the firebox boiler. In the standard steam locomotive type boiler, the firebox is surrounded by water space on five sides. The bottom of the firebox is open to atmospheric pressure, if the engine burns solid fuel, like wood or coal, there is a grate covering most of the bottom of the firebox to hold the fire. An ashpan, mounted underneath the firebox and below the grates, catches and collects hot embers, ashes, in a coal-burning locomotive, the grates may be shaken to clean dead ash from the bottom of the fire. They are shaken either manually or by a powered grate shaker, wood-burning locomotives have fixed grates that cant be shaken. Wood ash is generally powder which will fall through the grates with no more required than the vibrations of the locomotive rolling down the track. The fire grates must be replaced due to the extreme heat they must endure. Combustion air enters through the bottom of the firebox and airflow is usually controlled by damper doors above the ash collection pocket of the ash pan, a locomotive that burns liquid fuel - usually Bunker C fuel oil or similar heavy oil - does not have grates. Instead, they have a metal gauge firing pan bolted tight against the bottom of the firebox. The firing pan is covered with firebrick and the firebox has a lining, usually up to the level of the firebox door. The oil burner is a nozzle containing a slot for the oil to flow out onto a steam jet which atomizes the oil into a fine mist which ignites in the firebox. The oil burner nozzle is mounted in the front of the firebox, protected by a hood of firebrick. Dampers control air flow to the oil fire, there is a large brick arch the front third to half of the firebox. It is supported on arch tubes, thermic syphons, or circulators, the brick arch directs heat, flames, and smoke back over the fire towards the rear of the firebox. Visible smoke contains unburned combustible carbon particles and combustible gasses, the purpose of this redirection is to cause more complete combustion of these particles and gasses which make the locomotive more efficient and causes less visible smoke to be emitted from the stack. Without the arch, flames and visible smoke would be sucked straight into the firetubes without having been fully burned, the brick arch and its supports require periodic replacement due to the extreme heat they endure. Firetubes are attached to one wall of the firebox and carry the hot gaseous products of combustion through the water, heating it
16.
Tank locomotive
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A tank locomotive or tank engine is a steam locomotive that carries its water in one or more on-board water tanks, instead of a more traditional tender. A tank engine may also have a bunker to hold fuel, there are several different types of tank locomotive, distinguished by the position and style of the water tanks and fuel bunkers. The most common type has tanks mounted either side of the boiler and this type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional tender locomotives, the first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It was an example of a Well Tank and these were E. B. Wilson and Company, William Fairbairn & Sons, George England, Kitson Thompson and Hewitson and William Bridges Adams. By the mid-1850s tank locomotives were to be performing a variety of main line and industrial roles. There are a number of types of locomotive, based on the location. These include the side tank, the tank, the pannier tank. A configuration very common in the U. K, the water is contained in rectangular tanks mounted on either side of the locomotive, near to the boiler but not quite touching. The tank sides extend down to the platform, if such is present. The length of side tanks was limited in order to give access to the inside motion. If it was desired to extend them to the front of the locomotive for greater capacity, with larger side tanks it was sometimes necessary to taper the tanks slightly at the front end to improve forward visibility. Side tanks almost all stopped at, or before, the end of the boiler barrel, a few designs did reach to the front of the smokebox and these were termed flatirons. The water tank sits on top of the boiler like a saddle sits atop a horse, usually the tank is curved in cross-section, although in some cases there were straight sides surmounted by a curve, or even an ogee shape. Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use and it gave a greater water supply, but limited the size of the boiler and restricted access to it for cleaning. However, the locomotive has a centre of gravity and hence must operate at lower speeds. The drivers vision may also be restricted, again restricting the safe speed, Water in the tank is slightly pre-heated by the boiler, which reduces the loss of pressure found when cold feedwater is injected into the boiler. However if the water becomes too hot, injectors lose efficiency, for this reason, the tanks often stopped short of the hotter and uninsulated smokebox
17.
Soviet Union
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The Soviet Union, officially the Union of Soviet Socialist Republics was a socialist state in Eurasia that existed from 1922 to 1991. It was nominally a union of national republics, but its government. The Soviet Union had its roots in the October Revolution of 1917 and this established the Russian Socialist Federative Soviet Republic and started the Russian Civil War between the revolutionary Reds and the counter-revolutionary Whites. In 1922, the communists were victorious, forming the Soviet Union with the unification of the Russian, Transcaucasian, Ukrainian, following Lenins death in 1924, a collective leadership and a brief power struggle, Joseph Stalin came to power in the mid-1920s. Stalin suppressed all opposition to his rule, committed the state ideology to Marxism–Leninism. As a result, the country underwent a period of rapid industrialization and collectivization which laid the foundation for its victory in World War II and postwar dominance of Eastern Europe. Shortly before World War II, Stalin signed the Molotov–Ribbentrop Pact agreeing to non-aggression with Nazi Germany, in June 1941, the Germans invaded the Soviet Union, opening the largest and bloodiest theater of war in history. Soviet war casualties accounted for the highest proportion of the conflict in the effort of acquiring the upper hand over Axis forces at battles such as Stalingrad. Soviet forces eventually captured Berlin in 1945, the territory overtaken by the Red Army became satellite states of the Eastern Bloc. The Cold War emerged by 1947 as the Soviet bloc confronted the Western states that united in the North Atlantic Treaty Organization in 1949. Following Stalins death in 1953, a period of political and economic liberalization, known as de-Stalinization and Khrushchevs Thaw, the country developed rapidly, as millions of peasants were moved into industrialized cities. The USSR took a lead in the Space Race with Sputnik 1, the first ever satellite, and Vostok 1. In the 1970s, there was a brief détente of relations with the United States, the war drained economic resources and was matched by an escalation of American military aid to Mujahideen fighters. In the mid-1980s, the last Soviet leader, Mikhail Gorbachev, sought to reform and liberalize the economy through his policies of glasnost. The goal was to preserve the Communist Party while reversing the economic stagnation, the Cold War ended during his tenure, and in 1989 Soviet satellite countries in Eastern Europe overthrew their respective communist regimes. This led to the rise of strong nationalist and separatist movements inside the USSR as well, in August 1991, a coup détat was attempted by Communist Party hardliners. It failed, with Russian President Boris Yeltsin playing a role in facing down the coup. On 25 December 1991, Gorbachev resigned and the twelve constituent republics emerged from the dissolution of the Soviet Union as independent post-Soviet states
18.
Soviet locomotive class OR23
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Built in 1949, the opposed-piston 2-10-4 was one of a number of Soviet locomotive designs that was unsuccessful. The cylinders were placed above the driving axle. Unlike nearly all steam locomotives, the pistons had rods on both ends which transferred power to the wheels, the idea was to balance the driving forces on the wheels, allowing the counterweights on the wheels to be smaller and reducing hammer blow on the track. The locomotive was never repeated and the design was a failure, the locomotive was never used for more than testing and was returned to its builder, the Voroshilovgrad Works, and scrapped sometime afterward. Russian Reforms - Describes this and other Russian locomotive types
19.
John Cockerill (company)
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The John Cockerill Company was a Belgian iron, steel, and manufacturing company based in Seraing in the region of Liège. It was founded in 1825 by British industrialist William Cockerill and his family, John Cockerill, son of William Cockerill owned the company, and it was known as John Cockerill & Cie. John Cockerill died in Warsaw in 1840 after a trip to Russia. He had made the trip to raise funds to save the company from bankruptcy, but after his death the company became state owned, and in 1842 it became known as Société anonyme pour lExploitation des Etablissements John Cockerill. The company was one of the iron and steel producers in western Europe throughout its existence. It was a producer of derived products, including rail and railway locomotives, iron production equipment. In 1955 it merged with Ougrée-Marihaye to form SA Cockerill-Ougrée, and in 1981 it merged into Cockerill-Sambre. In 1799 the British-born blacksmith and mechanical engineer William Cockerill set up a machinery factory in Verviers. In 1807 he moved to Liège and created a factory that constructed machinery for the carding, spinning and weaving of wool and his family from England joined him, and his sons, John and Charles James, managed the factory in Liège. After purchasing the former palace of the Prince-Bishopric of Liège at Seraing, Charles James and John constructed an iron foundry, John Cockerills business interests also expanded to include coal mining and collierys. The company rose to be the primary company of Europe. William retired in 1813, and his son John took over the company, in 1839 a banking crisis hit Belgium, and John Cockerills company became bankrupt as a result. In 1840 he traveled to Russia in an attempt to raise funds for the company, under state control, the company expanded further. A bessemer converter had been installed in 1863, and the company expanded into the production of ships and bridges, ironclads. In 1866 the companys director, Eugene Sadoine, began an expansion of the mining assets, developing nearby coal mines in Colard. By 1872 the companys first Siemens-Martin converter began operation, and in 1886 it began to use the Gilchrist-Thomas process, in 1945 the company took over SA Angleur-Athus, and in 1955 SA John Cockerill merged with SA Ougrée-Marihaye to form SA Cockerill-Ougrée. In 1980 merger with Hainaut-Sambre produced Cockerill-Sambre, which through further mergers became part of Usinor in 1999, Arcelor in 2002. The company cited overcapacity and uncompetitiveness as reasons for the closure, however, a report by Syndex commissioned by trade unions contradicted the claims of un-competitiveness, claiming ArcelorMittals reports had used biased accounting
20.
American Locomotive Company
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The American Locomotive Company was formed in 1901 by the merger of Schenectady Locomotive Engine Manufactory of Schenectady, New York with seven smaller locomotive manufacturers. The American Locomotive Automobile Company subsidiary designed and manufactured automobiles under the Alco brand from 1905-1913, the company changed its name to Alco Products, Incorporated in 1955. In 1964 the Worthington Corporation acquired the company, the company ceased trading in 1969. Samuel R. Callaway left the presidency of the New York Central Railroad to become president of Alco, when Callaway died on June 1,1904, Albert J. Pitkin succeeded him as president of Alco. In 1904, the American Locomotive Company acquired control of the Locomotive and Machine Company of Montreal, Quebec, Canada, in 1905, Alco purchased Rogers Locomotive Works of Paterson, New Jersey, the second largest locomotive manufacturer in the United States behind Baldwin Locomotive Works. In the post World War II period, Alco operated manufacturing plants only in Schenectady and Montreal, after the American Locomotive Company ceased locomotive manufacturing in the United States in 1969, Montreal Locomotive Works continued to manufacture locomotives based on Alco designs. Alco was the second-largest steam locomotive builder in the United States, among these were a large number of well-known locomotives. Alco built many of the biggest locomotives ever constructed, including Union Pacifics Big Boy, during World War II, Alco produced many 2-10-0 Decapods for the USSR. Many of these were undelivered at the end of the war,75214, is preserved at the Finnish Railway Museum. Though the dual-service 4-8-4 steam locomotive had shown promise,1948 was the last year that steam locomotives were manufactured in Schenectady. These were the seven A-2a class 9400-series Pittsburgh & Lake Erie Railroad 2-8-4 Berkshires and their tenders had to be subcontracted to Lima Locomotive Works, as Alcos tender shop had been closed. The building was converted to diesel locomotive manufacture, to compete with locomotives manufactured by the automobile industry, joseph Burroughs Ennis was a senior vice president between 1917 and 1947 and was responsible for the design of many of the locomotives manufactured. The company diversified into the business in 1906, producing French Berliet designs under license. Production was located at Alcos Rhode Island Locomotive Works in Providence, two years later, the Berliet license was abandoned, and the company began to produce its own designs instead. An Alco racing car won the Vanderbilt Cup in both 1909 and 1910 and competed in the first Indianapolis 500 in 1911, driven on all three occasions by Harry Grant, but, ALCOs automotive venture was unprofitable, and they abandoned automobile manufacture in 1913. The Alco automobile story is notable chiefly as a step in the career of Walter P. Chrysler. In 1911 he left Alco for Buick in Detroit, Michigan, for a list of Alco diesel locomotive models, see List of ALCO diesel locomotives. Although strongly committed to the locomotive, Alco produced the first commercially successful diesel-electric locomotive in 1924 in a consortium with General Electric
21.
Selkirk locomotive
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The Selkirk locomotives were 36 steam locomotives of the 2-10-4 wheel arrangement built for Canadian Pacific Railway by Montreal Locomotive Works, Montreal, Quebec, Canada. The first of these engines, which had a 2-10-4 wheel arrangement, was built in July 1929. Altogether, twenty were constructed before the end of this year bearing numbers 5900 to 5919, the Canadian Pacific Railways classification was T1a. These locomotives weighed 375 short tons fully loaded and they were the largest and most powerful non-articulated locomotives in the British Empire. They were named after the Selkirk range of mountains that they crossed, Montreal Locomotive Works built another ten of these successful mountain locomotives during November and December 1938. The Canadian Pacific Railway assigned them T1b class and they were numbered from 5920 to 5929. Modifications led the T1b to be ten tons or tonnes lighter while increasing pressure from 275 to 285 pounds per square inch. A further six Selkirks, classed T1c, were built by the Montreal Locomotive Works shop in 1949 and they were the last standard gauge steam locomotives built in Canada for a Canadian railway. They were much the same as the T1b except for a few refinements, some small streamlining touches were not retained. The streamlined casing around the stack was now absent as was the teardrop shape of the classification lights. Also, the inside of the cabs were no longer lined/insulated in the manner as the previous classes. They were all equipped with boosters and all Selkirks were built as oil burners, the tenders held 12,000 imperial gallons of water and 4,100 imperial gallons of fuel oil. They had to be equipped with two pair of six-wheel trucks because the total weight was 148 short tons. The last Selkirks were taken out of service in 1959, all but two of this class were scrapped. None of the earlier T1a class or T1b class locomotives was preserved, the 5935 is preserved in Delson, Quebec. The 5931 was eventually repainted and renumbered again, this time with its number,5931. This coincided with its move and relocation to the entrance to Heritage Park in Calgary. Some of the original T1a-class Selkirks also received this paint scheme, all the 36 Selkirk locomotives were initially assigned to handle both freight as well as passenger trains between the major division points of Calgary and Revelstoke a distance of 262 miles
22.
Montreal Locomotive Works
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Montreal Locomotive Works was a Canadian railway locomotive manufacturer which existed under several names from 1883 to 1985, producing both steam and diesel locomotives. For a number of years it was a subsidiary of the American Locomotive Company, mLWs headquarters and manufacturing facilities were located in Montreal, Quebec. In 1901, the American Locomotive Company headquartered in Schenectady, New York, was formed by the merger of several struggling locomotive manufacturers, Alco purchased the Locomotive & Machine Company of Montreal in 1904 to tap into the Canadian market with its emerging designs. The Montreal subsidiary was renamed Montreal Locomotive Works several years later, MLW became an exclusive Alco design shop and acquired a substantial portion of the Canadian steam locomotive market. The period of expansion between 1900 and 1915 was unprecedented in Canada, with many new orders for locomotives from various domestic manufacturers. Protective customs tariffs also discouraged Canadian railways from purchasing American-built locomotives for use in Canada, several bankrupt private systems, including the Grand Trunk and Canadian Northern, were nationalized in the years 1918–22. Merged with the federally owned Intercolonial, they formed the federal Crown corporation Canadian National Railways, the federal government mandated that the new, larger public company purchase locomotives from all Canadian manufacturers to discourage domination of the market by any one manufacturer. Between 1918 and the period after World War II, Canadian National modernized its steam locomotive fleet by replacing many of the units it received from its constituent railways, MLW was a major beneficiary of these purchases, along with the Canadian Locomotive Company of Kingston, Ontario. Following World War II, MLW and other locomotive builders reverted to building locomotives, MLW continued to benefit from Canadas restrictive trade policies which prevented a flood of U. S. imports. However, the switch from steam to diesel-electric locomotive production opened the door to new competitors, in 1949, the Electro-Motive Division of General Motors established a Canadian subsidiary named General Motors Diesel Division in London, Ontario. Westinghouse was the supplier of Baldwins electrical transmission components. After Baldwin folded, CLC became a licensee of Fairbanks-Morse and manufactured a number of F-M designs for the Canadian market, CLC was also responsible for building General Electric industrial switchers. General Electric did not enter the road market in the United States until the late 1950s. In 1960, MLW was awarded the contract to build 36 new subway cars for the Toronto Transit Commission, the M1 Series Subway Cars were notable for being the first ever rapid transit vehicles to be designed and built in Canada. They were also an improvement over the rolling stock, being lighter and faster. MLWs venture into rapid transit would be short lived, as the Toronto Transit Commission opted for Hawker Siddeley Canada vehicles from the mid-1960s onwards, in 1951, MLW began to build Alco-GE cab-units for freight and passenger service. Canadian railways continued to rely heavily upon steam locomotives throughout the 1950s, nevertheless, as in Canada, some Class 1 American railroads continued to use modern steam power through 1959, including the Norfolk & Western Railway and the Union Pacific Railroad. However, with some isolated exceptions, and as in the United States, throughout the 1960s, Canadian National Railway continued to implement purchase policies drafted by its government owners which spread procurement among the manufacturers
23.
Selkirk Mountains
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The Selkirk Mountains are a mountain range spanning the northern portion of the Idaho Panhandle, eastern Washington, and southeastern British Columbia. They begin at Mica Peak near Spokane and extend approximately 320 km north from the border to Kinbasket Lake, the range is bounded on its west, northeast and at its northern extremity by the Columbia River, or the reservoir lakes now filling most of that rivers course. The Selkirks are distinct from, and geologically older than, the Rocky Mountains, a scenic highway loop, the International Selkirk Loop, encircles the southern portions of the mountain range. The Selkirks were named after Thomas Douglas, 5th Earl of Selkirk, in 1857 gold was discovered in the Selkirks. Coal, copper, marble, mercury, silver, and zinc were found in the mountains. The southern end of these mountains is home to the only extant woodland caribou population in the contiguous United States, formerly rarely seen, grizzly bears are also known to roam through this region. Www. selkirkloop. org www. selkirkexperience. com www. selkirkwilderness. com North Idaho in the Hikes & Events subpage of www. idahoconservation. org Selkirk Mountains
24.
Connaught Tunnel
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At the time it was built, the Connaught Tunnel was the longest railway tunnel in North America. It was named for the Governor General of Canada–the Prince Arthur, announced in February 1913, the contract was awarded on July 1,1913, to Foley Bros. The tunnel was designed by John G. Sullivan who joined the Canadian Pacific Railway in 1900, a small tunnel was built, from which cross cuts were made to the main tunnel so work could carry on at a number of headings. The sub-contractor guaranteed to drill 900 feet of tunnel per month, compressed air equipment and narrow gauge locomotives were used inside the tunnel. The company town housed some 300 workers, the tunnel was completed before the original deadline, with operation beginning December 16,1916. It had a grade of only 0.95 per cent westward and it cost $5.5 million, while a further $3 million were spent on track revision, which saw 14.5 miles abandoned including the Loops and over 4 miles of snow sheds. In all, the route was shortened by 4.3 miles, problems were encountered with ventilation, loose rocks and wet rails, which caused trains to stall. The tunnel was lined with reinforced concrete and equipped with a better ventilation system. Originally double tracked, it was realigned with a track in 1959 to accommodate higher freight cars. In the late 1980s, the Mount Macdonald Tunnel was built to supplement the Connaught Tunnel, trains now predominantly travel east through the Connaught Tunnel and west through the Mount Macdonald Tunnel. In 2001, the Connaught Tunnel was inducted into the North America Railway Hall of Fame, the Hall of Fame recognizes and establishes an enduring tribute to the people and things that have made significant contribution relating to railway industry in North America. The Connaught Tunnel was inducted in the Facilities and Structures category with National significance, the Kicking Horse Pass Spiral Tunnels, Field Hill, Rogers Pass and the Mount Macdonald Tunnel and its associated grade reductions are other significant features in the mountain history of the CPR. The 1910 Rogers Pass avalanche, the deadliest avalanche in Canadian history, once this avalanche happened, over 200 people had died from avalanches on the pass. This one was the straw which ultimately led CP to construct the Connaught Tunnel. Canadian Pacific in the Rockies,100 Years in Rogers Pass
25.
Rogers Pass (British Columbia)
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Rogers Pass is a high mountain pass through the Selkirk Mountains of British Columbia used by the Canadian Pacific Railway and the Trans-Canada Highway. The pass is a shortcut across the Big Bend of the Columbia River from Revelstoke on the west to Donald, near Golden, the pass was discovered on May 29,1881, by Major Albert Bowman Rogers, a surveyor working for the Canadian Pacific Railway. A second pass was named for Rogers in 1887 in Montana, Rogers Pass is in the heart of Glacier National Park, in the midst of mountains popular for ski mountaineering, camping, hiking and mountain climbing ever since the region became accessible in 1886. The location has tourist services including the Rogers Pass Discovery Centre, Rogers Pass is commemorated as a National Historic Site of Canada. Rogers Pass is a valley surrounded by a number of mountains. It is formed by the headwaters of the Illecillewaet River to the west, both of these rivers are tributaries of the Columbia River, which loops about 240 km around to the north of the pass. Rogers Pass is known for its winter snowfall, which amounts to about 10 metres per year, because of steep mountains, avalanches are very common in winter. When the railway first went over the pass,31 snow sheds with a length of about 6.5 km were built to protect the railway from the avalanches. Snow sheds for the Trans-Canada Highway were built later, including ones in 1962. During the 1870s when the Canadian Pacific Railway was being planned, when the railway construction project was turned over to a private company in 1881, the route was changed to the Kicking Horse Pass. While the railway was being built across the prairies, the company had to find a pass over the unexplored Selkirk Mountains. Major A. B. Rogers was hired in April 1881 by the company to find the pass with the promise of having the pass named after him. Walter Moberly had discovered Eagle Pass just to the west, and based on suggestions in Moberlys reports, Rogers started out from what is now Revelstoke, running out of food, Rogers and his party almost reached the summit but turned back feeling reasonably confident that a pass existed. Rogers was reluctant to cash the cheque, and instead framed it for his wall until CPR General Manager William Cornelius Van Horne offered him a gold watch as an incentive to cash it. When the railway was built through the pass in 1884, the approach up the Beaver River required some of the largest bridges on the line. A series of loops were used on the west side of the pass to deal with the steep hill, after the Canadian Pacific Railway was completed in the fall of 1885, the railway was shutdown for the winter to observe the avalanches. In response,31 snow sheds were built, with a length of about 6.5 km. Some major avalanches that came without warning caused the railway serious loss of life, in 1899,8 people were killed when an avalanche destroyed the train station at the pass
26.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
27.
South African Class 21 2-10-4
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The South African Railways Class 21 2-10-4 of 1937 was a steam locomotive. A simultaneously proposed heavier mainline version Class 22 2-10-4 was never built, the Class 21 2-10-4 Texas type locomotive was designed by A. G. Watson, Chief Mechanical Engineer of the South African Railways from 1929 to 1936. It was built by the North British Locomotive Company in Glasgow, only the one locomotive was built, numbered 2551. At the time, the design represented the maximum power obtainable from a ten-coupled non-articulated locomotive which was limited to a 15 long tons axle load on 60 pounds per yard rail. Watson disliked articulated locomotives and his aim was to develop a powerful non-articulated mixed traffic locomotive with an axle load suitable for light rail. To enable it to negotiate curves of 300 feet radius. In addition, a side play of 1 3⁄4 inches was provided on the leading coupled wheels. Its 5 inches thick bar frames extended from the front to the hind buffer beams and were stayed by cross stretchers of a light fabricated construction and it used a Watson Standard no. 3B boiler, the same as used in the Classes 15E. The end result could be considered as Watsons answer to the Class GF 4-6-2+2-6-4 Garratt locomotive, with the two types having very similar axle loads. The Class 21 carried more water than the Garratt and was about 23 long tons heavier with 43,700 pounds-force tractive effort, even so, only one Class 21 was produced and the design was not repeated. Watsons design called for cylinders with Rotary Cam Poppet valve gear, day, made use of the opportunity to alter the specifications. Thus, in the year following Watsons departure, the Class 21 locomotive was delivered with Walschaerts valve gear, on the Class 21, the difference in stroke was made up by providing deep spigots on the cylinder covers. The 2-10-4 Texas type wheel arrangement had not been tried before on the SAR, to distribute the axle loads to within the maximum allowed for branchlines, the ten-coupled arrangement with a four-wheeled trailing bogie was required. The spring compensation of the engine was arranged in two groups, the leading Bissel bogie and the first two pairs of coupled wheels were compensated in one group, while the remaining three pairs of coupled wheels were compensated with the trailing bogie. Cross compensation was provided between the leading Bissel bogie and leading coupled wheels, instead of pins, case-hardened cotters were provided for fulcrums of the bearing spring compensating beams. The proportion of reciprocating parts balanced was only 6%, which reduced the hammer blow on the rails to 5 long hundredweight per wheel at 50 miles per hour, the locomotive was noted for its smooth running. Like the leading and trailing wheels of the engine, all wheels were fitted with roller bearings
28.
3 ft 6 in gauge railways
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Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
29.
North British Locomotive Company
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Its main factories were located at the neighbouring Atlas and Hyde Park Works in central Springburn, as well as the Queens Park Works in Polmadie. The two other Railway works in Springburn were St. Rollox railway works, owned by the Caledonian Railway and Cowlairs railway works, latterly both works were operated by British Rail Engineering Limited after rail nationalisation in 1948. In 1918 NBL produced the first prototype of the Anglo-American Mark VIII battlefield tank for the Allied armies, NBL built steam locomotives for countries all over the world. This included North America, South America, Europe, Sub-Saharan Africa, Middle East, Asia, the New South Wales Government Railways purchased numerous North British locomotives, as did the Victorian Railways as late as 1951. The Western Australian Government Railways also purchased many North British Locomotives, between 1903 and 1959 NB supplied many locomotives of various classes to Egyptian State Railways. They included 40 of the 545 class 2-6-0 in 1928, between 1921 and 1925, NBL supplied New Zealand Government Railways with 85 NZR AB class locomotives. The whole fleet of AB class engines numbered 143, as built, in 1935 NB supplied six Palestine Railways P class 4-6-0 locomotives to haul main line trains between Haifa and the Suez Canal. In 1939 NB supplied 40 4-8-2 locomotives to the New Zealand Railways Department, in 1951 NB supplied another 16 JA class, though these did not have the American-style streamlining of the J class. Together with the NB predecessor firms, North British supplied about a quarter of the locomotives used by the NZR. In 1949 South African Railways bought more than 100 2-8-4 locomotives from NBL, additionally South Africa also purchased some of its Class 25, 4-8-4 engines from the company between 1953–55. These successful engines with various in-service modifications survived until the end of steam in South Africa in 1992, NB also introduced the Modified Fairlie locomotive in 1924. In total South Africa purchased over 2,000 locomotives from the North British Locomotive Company. As of January 2010, Umgeni Steam Railway operates SAR Class 3BR engine 1486 and she hauls vintage sightseeing trains some coaches of which date back to 1908. In 1953, RENFE in Spain acquired 25 2-8-2 locomotives from the North British Locomotive Company, one example, 141F2111 is preserved in working order. After 1923, customers included the Great Western Railway, London, Midland and Scottish Railway, London and North Eastern Railway, Northern Counties Committee, Southern Railway, War Department. In 1922 the New Zealand Railways Department ordered a batch of its very successful AB class Pacifics from NBL, to be built, the trio 22878,22879 and 22880 were built amidst this batch. 22878 and 22879 were loaded aboard SS Wiltshire and she sailed for Auckland, New Zealand, remnants of both locomotives, and the Wiltshire can be seen on the sea floor. 22880 was dispatched on a subsequent sailing and was put into service in New Zealand as AB class number 745 and this locomotive was in service for more than 30 years but then hit a washout near Hawera
30.
Ulan-Ude
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Ulan-Ude is the capital city of the Republic of Buryatia, Russia, it is located about 100 kilometers southeast of Lake Baikal on the Uda River at its confluence with the Selenga. According to the 2010 Census,404,426 people lived in Ulan-Ude, up from 359,391 recorded in the 2002 Census, Ulan-Ude was first called Udinskoye for its location on the Uda River. From around 1735, the settlement was called Udinsk and was granted town status under that name in 1775. The name was changed to Verkhneudinsk, literally Upper Udinsk, in 1783 to differentiate it from Nizhneudinsk lying on a different Uda River near Irkutsk which was granted town status that year. The upper and lower refer to positions of the two relative to each other, not the location of the cities on their respective Uda rivers. Verkhneudinsk lies at the mouth of its Uda, i. e. the lower end, the current name was given to the city in 1934 and means red Uda in Buryat, reflecting the Soviet Unions Communist ideology. Ulan-Ude lies 5,640 kilometers east of Moscow and 100 kilometers southeast of Lake Baikal, Ulan-Ude is one of the few pairs of cities in the world that has a near-exact antipodal city — with Puerto Natales, Chile. There are two rivers flows across Ulan-Ude — Selenga and Uda. Selenga is the biggest inflow of Baikal Lake, supplying 50% of all rivers in its basin, Selenga brings into the lake about 30 cubic kilometres of water per year, exerting a major influence on the formation of the lake water and its sanitary condition. Selenga is the habitat of the most valuable species such as Omul, Siberian sturgeon, Siberian taimen. Uda is the inflow of the Selenga river. The length of the watercourse is 467 kilometres, the first occupants of the area where Ulan-Ude now stands were the Evenks and, later, the Buryat Mongols. Ulan-Ude was settled in 1666 by the Russian Cossacks as the fortress of Udinskoye, by 1775, it was known as Udinsk, and in 1783 it was granted city status and renamed Verkhneudinsk. After a large fire in 1878, the city was almost completely rebuilt, the Trans-Siberian Railway reached the city in 1900 causing an explosion in growth. The population which was 3,500 in 1880 reached 126,000 in 1939, from April 6 to October 1920 Verkhneudinsk was the capital of the Far Eastern Republic, sometimes called Chita Republic. It was a independent state that existed from April 1920 to November 1922 in the easternmost part of the Russian Far East. On July 27,1934, the city was renamed Ulan-Ude, Ulan-Ude is the capital of the republic. Within the framework of administrative divisions, it is incorporated as the city of republic significance of Ulan-Ude—an administrative unit with the equal to that of the districts
31.
Santa Fe 5000
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Santa Fe 5000 is a 2-10-4 steam locomotive constructed by Baldwin Locomotive Works in 1930 for the Atchison, Topeka and Santa Fe Railway. No.5000 was immediately nicknamed Madame Queen and remained a member of its own class. It was donated to the city of Amarillo, Texas, in 1957 and is maintained by the Railroad Artifact Preservation Society. Santa Fe 5000 is on the National Register of Historic Places, the Texas type on the Santa Fe is by design a Berkshire with an additional driving axle, as it was ordered by most railroads. Although Santa Fe 3829 was the first steam locomotive with the 2-10-4 wheel arrangement, in 1930, Santa Fe looked at the contemporary heavy-duty motive power policies of other railroads, and decided that its own needed substantial reappraisal. Additional locomotives were ordered as a result of study, including the 5000. Santa Fe 5000 was placed in service between Clovis and Vaughn, New Mexico for observation, the result was the company had purchased a locomotive which would pull 15% more tonnage in 9% less time, burning 17% less coal per 1000 gross ton miles than its 3800 series 2-10-2s. Although the locomotive was a success, the 1930s brought the national depression, by the time the next 2-10-4s were delivered in 1938 they were placed in a different class because of many design refinements. With the various classes of 4-8-4 types, the 2-10-4 type represented the pinnacle of modern heavy-power development on the Santa Fe Railway System, Santa Fe 5000 underwent few modifications during its service life. It received a larger square tender which required the cab roof to be modified with an area that allowed members to pass from the cab to the top of the tender. In 1940 the locomotive was converted from coal to oil fuel, on April 17,1957, after several years of storage and 1,750,000 miles of service, Santa Fe 5000 was retired and donated to the city of Amarillo, Texas. It was placed on static display at the Santa Fe station. In August 2005,5000 was moved by the Railroad Artifact Preservation Society to a new location in Amarillo where they plan to construct a building to house, in July 2016, the city of Amarillo has proposed to sell the locomotive. Iron Horses of the Santa Fe Trail, Southwest Railroad Historical Society 1979 Article on the Madame Queen Article on putting the Madame Queen on the Nat, Register of Historic Places Railroad Artifact Preservation Society of Amarillo, TX
32.
Great Depression
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The Great Depression was a severe worldwide economic depression that took place during the 1930s. The timing of the Great Depression varied across nations, in most countries it started in 1929 and it was the longest, deepest, and most widespread depression of the 20th century. In the 21st century, the Great Depression is commonly used as an example of how far the economy can decline. The depression originated in the United States, after a fall in stock prices that began around September 4,1929. Between 1929 and 1932, worldwide GDP fell by an estimated 15%, by comparison, worldwide GDP fell by less than 1% from 2008 to 2009 during the Great Recession. Some economies started to recover by the mid-1930s, however, in many countries, the negative effects of the Great Depression lasted until the beginning of World War II. The Great Depression had devastating effects in both rich and poor. Personal income, tax revenue, profits and prices dropped, while international trade plunged by more than 50%, unemployment in the U. S. rose to 25% and in some countries rose as high as 33%. Cities all around the world were hit hard, especially dependent on heavy industry. Construction was virtually halted in many countries, farming communities and rural areas suffered as crop prices fell by about 60%. Facing plummeting demand with few sources of jobs, areas dependent on primary sector industries such as mining and logging suffered the most. Even after the Wall Street Crash of 1929 optimism persisted for some time, john D. Rockefeller said These are days when many are discouraged. In the 93 years of my life, depressions have come, prosperity has always returned and will again. The stock market turned upward in early 1930, returning to early 1929 levels by April and this was still almost 30% below the peak of September 1929. Together, government and business spent more in the first half of 1930 than in the period of the previous year. On the other hand, consumers, many of whom had suffered losses in the stock market the previous year. In addition, beginning in the mid-1930s, a severe drought ravaged the agricultural heartland of the U. S, by mid-1930, interest rates had dropped to low levels, but expected deflation and the continuing reluctance of people to borrow meant that consumer spending and investment were depressed. By May 1930, automobile sales had declined to below the levels of 1928, prices in general began to decline, although wages held steady in 1930
33.
Lima Locomotive Works
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Lima Locomotive Works was an American firm that manufactured railroad locomotives from the 1870s through the 1950s. The company took the most distinctive part of its name from its main location in Lima. The shops were located between the Baltimore & Ohios Cincinnati-Toledo main line and the Nickel Plate Road main line and shops, in 1878 James Alley contracted the Lima Machine Works to build a steam locomotive that Ephraim Shay had designed. In April 1880, Lima rebuilt Ephraim Shays original design, using vertically side-mounted pistons mounted on the right, the Shay was geared down to provide more slow-moving, pulling ability for use in the lumber industry. The first Shay locomotive was built in 1880, it was such a success many people in the lumber industry wanted one. Two years later, locomotives were the product being produced by the Lima Machine Works. After a serious fire, a new shop was opened in 1902, then, with initial demand for low-speed geared locomotives well on the way to being sated, and the new facilities in place, Lima moved into the heavy railroad locomotive field. Success returned to Lima in the 1920s with the new concept of Super Power developed by Limas mechanical engineer William E. Woodard. By making a number of significant changes to maximize a steam locomotives capacity to generate and utilize steam, Woodard was able to make such locomotives significantly more powerful and faster. The 2-8-2 thus produced was demonstrated to be 26% more efficient overall than its predecessor. A large increase in area, characteristic of his work, necessitated adding another axle to the trailing truck. Built in the spring of 1925, the first Berkshire was dubbed the A-1, in addition to supporting the very large firebox and grate, the four-wheeled trailing truck carried the ash pan. For this purpose, the truck was redesigned as an extension of the locomotive frame. The result was an ash pan which could hold more ash, the locomotive quickly proved to be a whopping 26-30% more efficient than the New York Central H-10. After a highly successful series of tests in the mid-1920s it was sent around the country to make the idea of Super Power known, the prototype itself was later sold to the Illinois Central as part of an order for 50 similar locomotives. Woodard summed up Super Power by defining it as horsepower at speed, previous design principles emphasized tractive effort rather than speed. By 1949 some 613 Berkshires had been constructed for North American service, there were at least three successive waves of Super Power. The first began with NYC8000 and the A-1, and included Missouri Pacific 2-8-4s and these locomotives had conventional 63 driving wheels
34.
Texas and Pacific Railway
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The Texas and Pacific Railway Company was created by federal charter in 1871 with the purpose of building a southern transcontinental railroad between Marshall, Texas, and San Diego, California. The T&P had a significant foothold in Texas by the mid-1880s, construction difficulties delayed westward progress, until American financier Jay Gould acquired an interest in the railroad in 1879. The T&P never reached San Diego, instead it met the Southern Pacific at Sierra Blanca, Texas, the Missouri Pacific Railroad, also controlled by Gould, leased the T&P from 1881 to 1885 and continued a cooperative relationship with the T&P after the lease ended. On January 8,1980, the Missouri Pacific Railroad was purchased by the Union Pacific Railroad, because of lawsuits filed by competing railroads, the merger was not approved until September 13,1982. However, due to outstanding bonds of the Missouri Pacific, the merger with the Union Pacific Railroad took place on January 1,1997. The warehouse still exists but there are plans to renovate it, the passenger terminal and corporate offices have been converted into luxury condominiums. Note, This is a different Southern Pacific Railroad company from the one referred to above, march 21,1872 - The Southern Pacific is purchased. March 30 - Southern Trans-Continental Railway Company is purchased,1872 - Thomas A. Scott, president of the Pennsylvania Railroad, becomes president of the Texas & Pacific. May 2,1872 - an Act of Congress changes the name to Texas and Pacific Railway Company June 12,1873 - Memphis, El Paso and Pacific Railroad Company purchased. July 1,1873 - First rail line opened between Longview, Texas, and Dallas, Texas December 28,1873 - Rail line from Marshall, Texas, to Texarkana, Texas,1881 - Abilene, TX connected to the line. 1925 - Lima Locomotive Works delivers 2-10-4 locomotives to the T&P, the type is nicknamed Texas as a result. October 15,1976 - merged with the Missouri Pacific T&P includes its subsidiary roads, the Texas and Pacific was unable to finance construction to San Diego, and as a result the Southern Pacific was able to build from California to Sierra Blanca, Texas. In doing so, Southern Pacific used land designated for, and surveyed by Texas and Pacific, in its line from Yuma, Arizona, to El Paso. This resulted in lawsuits, which were settled with agreements to share tracks, most of the features advantageous to Texas and Pacific were later disallowed by legislation. Under the influence of General Buell the TPRR was originally to be 3 ft 6 in gauge, from 1873 to 1881 the Texas and Pacific built a total of 972 miles of track, as a result it was entitled to land grants totalling 12,441,600 acres. T&P, however, received land only for the construction of track east of Fort Worth and this meant the firm received only 5,173,120 acres. The State of Texas did not award the additional area because, it said, the state ultimately recovered 256,046 acres giving a net grant to the T&P of 4,917,074 acres, or 7,683 square miles. By comparison, the state of Connecticut is 5,543 square miles.5 million acres
35.
Coupling rod
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A coupling rod or side rod connects the driving wheels of a locomotive. Steam locomotives in particular usually have them, but some diesel and electric locomotives, especially older ones and shunters, the coupling rods transfer the power to all driving wheels. Locomotion No 1 was the first locomotive to employ coupling rods rather than chains, in the 1930s reliable roller bearing coupling rods were developed. In general, all vehicles have spring suspension, without springs, irregularities in the track could lift wheels off the rail. Driving wheels are mounted so that they have around 1 inch of vertical motion. When there are only 2 coupled axles, this range of motion places only slight stress on the crank pins, with more axles, however, provision must be made to allow each axle to move vertically independently of the others without bending the rods. This may be done by hinging the side rod at each intermediate crank pin, either using the pin itself as a pin, or adding a hinge joint adjacent to the pin. An alternative is to use a rod that spans multiple axles with a scotch yoke used at each intermediate axle. This approach was common when side rods were used to link a jackshaft to 2 or more driving wheels on electric locomotives. The Swiss Ce 6/8II Crocodile locomotive is a prominent example, the coupling rods off-center attachment to the crank pin of the driving wheel inevitably creates an eccentric movement and vibration when in motion. To compensate for this, the wheels of an inside-frame locomotive always had built-in counterweights to offset the angular momentum of the coupling rods. On outside-frame locomotives, the counterweight could be on the wheel itself, or it could be on the crank outside the frame. Where part of the motion is non-circular, for example, the motion of a piston rod. As a result, a chosen to minimize the total vibration will not minimize the vertical component of the vibration. The vertical component of the vibration that could not be eliminated because of the weight needed to balance the pistons is called hammering and this is destructive to both the locomotive and the roadbed. In some locomotives, this hammering can be so intense that at speed, unfortunately, hammering is inherent to conventional two-cylinder piston-driven steam locomotives and that is one of the several reasons they have been retired from service. Initially, coupling rods were made of steel
36.
Main rod
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In a reciprocating piston engine, the connecting rod or conrod connects the piston to the crank or crankshaft. Together with the crank, they form a mechanism that converts reciprocating motion into rotating motion. Connecting rods may also convert rotating motion into reciprocating motion, historically, before the development of engines, they were first used in this way. As a connecting rod is rigid, it may transmit either a push or a pull, earlier mechanisms, such as chains, could only pull. In a few two-stroke engines the connecting rod is required to push. Today, connecting rods are best known through their use in internal combustion piston engines and these are of a distinctly different design from earlier forms of connecting rods, used in steam engines and steam locomotives. The earliest evidence for a connecting rod appears in the late 3rd century AD Roman Hierapolis sawmill and it also appears in two 6th century Eastern Roman saw mills excavated at Ephesus and Gerasa. The crank and connecting rod mechanism of these Roman watermills converted the motion of the waterwheel into the linear movement of the saw blades. In Renaissance Italy, the earliest evidence of a − albeit mechanically misunderstood − compound crank, a sound understanding of the motion involved is displayed by the painter Pisanello who showed a piston-pump driven by a water-wheel and operated by two simple cranks and two connecting-rods. The first steam engines, Newcomens atmospheric engine, was single-acting, its piston only did work in one direction and their output rocked back and forth, rather than rotating continuously. Steam engines after this are usually double-acting, their internal pressure works on each side of the piston in turn. This requires a seal around the rod and so the hinge between the piston and connecting rod is placed outside the cylinder, in a large sliding bearing block called a crosshead. In a steam locomotive, the pins are usually mounted directly on one or more pairs of driving wheels. The connecting rods, run between the pins and crossheads, where they connect to the piston rods. Crossheads or trunk guides are used on large diesel engines manufactured for marine service. The connecting rods of smaller steam locomotives are usually of rectangular cross-section but, on small locomotives, stephen Lewin, who built both locomotive and marine engines, was a frequent user of round rods. Gresleys A4 Pacifics, such as Mallard, had an alloy steel connecting rod in the form of an I-beam with a web that was only 0.375 in thick. On Western Rivers steamboats, the rods are properly called pitmans
37.
Chesapeake and Ohio Railway
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The Chesapeake and Ohio Railway was a Class I railroad formed in 1869 in Virginia from several smaller Virginia railroads begun in the 19th century. Led by industrialist Collis P. Huntington, it reached from Virginias capital city of Richmond to the Ohio River by 1873, where the railroad town of Huntington, West Virginia was named for him. Tapping the coal reserves of West Virginia, the C&Os Peninsula Extension to new coal piers on the harbor of Hampton Roads resulted in the creation of the new City of Newport News. Coal revenues also led the forging of a link to the Midwest, eventually reaching Columbus, Cincinnati and Toledo in Ohio and Chicago. By the early 1960s the C&O was headquartered in Cleveland, Ohio, in 1972, under the leadership of Cyrus Eaton, it became part of the Chessie System, along with the Baltimore and Ohio and Western Maryland Railway. A substantial portion of Conrail was added in 1999, C&Os passenger services ended in 1971 with the formation of Amtrak. Today Amtraks tri-weekly Cardinal passenger train follows the historic and scenic route of the C&O through the New River Gorge in one of the more rugged sections of the Mountain State. At the end of 1970 C&O operated 5067 miles of road on 10219 miles of track, not including WM or B&O and its subsidiaries. The Chesapeake & Ohio Railway traced its origin to the Louisa Railroad of Louisa County, Virginia, begun in 1836, the first train ran on December 20,1837. It also expanded west, reaching Charlottesville, in keeping with its new and larger vision, it was renamed the Virginia Central Railroad. However, plans to cross the Blue Ridge Mountains, the first mountain barrier to the west and this company completed important grading work on the Alleghany grade and did considerable work on numerous tunnels over the mountains and in the west. It also did a deal of roadway work around Charleston on the Kanawha River. Then the American Civil War intervened, and work was stopped on the westward expansion and it had an important connection with the Orange and Alexandria Railroad at Gordonsville, Virginia. On more than one occasion, the Virginia Central was used in tactical operations. But, it was a target for Federal armies, and by the end of the war had only about five miles of track still in operation. Finally they succeeded in interesting Collis P. Huntington of New York, Huntington had been one of the Big Four involved in building the Central Pacific portion of the Transcontinental Railroad, which was just reaching completion. Huntington supplied the Virginians with the money needed to complete the line to the Ohio River, the old Covington & Ohios properties were conveyed to them in keeping with its new mission of linking the Tidewater coast of Virginia with the Western Waters. This was the old dream of the Great Connection which had been current in Virginia since Colonial times, on July 1,1867, the C&O was completed nine miles from Jacksons River Station to the town of Covington, county seat of Alleghany County
38.
Erie Railroad
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It expanded west to Chicago with its 1941 merger with the former Atlantic and Great Western Railroad, also known as the New York, Pennsylvania and Ohio Railroad. Its mainline route proved influential in the development and economic growth of the Southern Tier, including such as Binghamton, Elmira. The Erie Railroad repair shops were located in Hornell, and were Hornells largest employer, Hornell was also where Eries main line split into two routes, one north to Buffalo and the other west to Cleveland. On October 17,1960, the Erie merged with the former rival Delaware, the Hornell repair shops were closed, and repair operations moved to the Lackawannas Scranton facility, this had a devastating effect on Hornell from which it has never recovered. Most of the former Erie line between Hornell and Binghamton was destroyed in 1972 by the floods of Hurricane Agnes, what was left of the Erie Lackawanna became part of Conrail in 1976. In 1983, Erie remnants became part of New Jersey Transit rail operations, today, most of the surviving Erie Railroad routes are operated by the Norfolk Southern Railway. The New York and Erie Rail Road was chartered April 24,1832 by Governor of New York, Enos T. Throop to connect the Hudson River at Piermont, north of New York City, west to Lake Erie at Dunkirk. On February 16,1841 the railroad was authorized to cross into the northeast corner of Pennsylvania on the west side of the Delaware River, construction began in 1836, and it opened from Piermont to Goshen on September 23,1841. After some financial problems, construction resumed in August 1846, further extensions opened to Binghamton December 27,1848, Owego January 1,1849, and the full length to Dunkirk May 19,1851. At Dunkirk steamboats continued across Lake Erie to Detroit, Michigan, the line was built as 6 ft wide gauge, this was believed to be a superior technology to standard gauge, providing more stability. In 1848 the railroad built the Starrucca Viaduct, a railroad bridge over Starrucca Creek in Lanesboro. The viaduct is 1,040 feet long,100 feet high and 25 feet wide at the top and it is the oldest stone rail bridge in Pennsylvania still in use. The Eries charter was amended April 8,1845 to allow the building of the Newburgh Branch, running from the line near Harriman north-northeast to Newburgh. The branch opened January 8,1850 and it was later used as a connection to the New York and New England Railroad via a car float operation across the river to Beacon, New York. Through ticketing began in 1851, with a change of cars at Ramapo due to the gauge break. In 1852 the Buffalo and Rochester Railroad, part of the New York Central Railroad system, the alignment from Buffalo to Attica was sold to the Eries Buffalo and New York City Railroad, a reorganization of the Attica and Hornellsville Railroad, and converted to the Eries wide gauge. The extension from Attica southeast to Hornellsville opened on November 17,1852, giving the Erie access to Buffalo, the Erie began operating the Chemung Railroad in 1850, this provided a branch from Horseheads north to Watkins. The Canandaigua and Elmira Railroad opened in 1851 as an extension from Watkins to Canandaigua and was operated by the Erie until 1853
39.
Pennsylvania Railroad
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The Pennsylvania Railroad was an American Class I railroad, founded in 1846. Commonly referred to as the Pennsy, the PRR was headquartered in Philadelphia, Pennsylvania, the PRR was the largest railroad by traffic and revenue in the U. S. for the first half of the 20th century. Over the years, it acquired, merged with or owned part of at least 800 other rail lines and companies and its only formidable rival was the New York Central, which carried around three-quarters of PRRs ton-miles. At one time, the PRR was the largest publicly traded corporation in the world, with a larger than that of the U. S. government. The corporation still holds the record for the longest continuous dividend history, in 1968, PRR merged with rival NYC to form the Penn Central Transportation Company, which filed for bankruptcy within two years. The viable parts were transferred in 1976 to Conrail, which was broken up in 1999, with 58 percent of the system going to the Norfolk Southern Railway. Amtrak received the electrified segment east of Harrisburg, with the opening of the Erie Canal and the beginnings of the Chesapeake and Ohio Canal, Philadelphia business interests became concerned that the port of Philadelphia would lose traffic. The state legislature was pressed to build a canal across Pennsylvania and it soon became evident that a single canal would not be practical and a series of railroads, inclined planes, and canals was proposed. Because freight and passengers had to change several times along the route and canals froze in winter, it soon became apparent that the system was cumbersome. The Commonwealth of Pennsylvania granted a charter to the Pennsylvania Railroad in 1846 to build a rail line that would connect Harrisburg to Pittsburgh. The Directors chose John Edgar Thomson, an engineer from the Georgia Railroad, to survey, the crest of the mountain was penetrated by the 3, 612-foot Gallitzin Tunnels and then descended by a more moderate grade to Johnstown. The western end of the line was built from Pittsburgh east along the banks of the Allegheny. In 1857, the PRR purchased the Main Line of Public Works from the state of Pennsylvania, the line was double track from its inception, and by the end of the century a third and fourth track were added. Over the next 50 years, PRR expanded by gaining control of railroads by stock purchases. This line is still an important cross-state corridor, carrying Amtraks Philadelphia to Harrisburg Main Line and he served as PRRs first Chief Engineer and third President. Track connection in Philadelphia was made via the PRRs Connecting Railway, the PRRs Baltimore and Potomac Rail Road opened on July 2,1872, between Baltimore and Washington, D. C. This route required transfer via horse car in Baltimore to the lines heading north from the city. On June 29,1873, the Baltimore and Potomac Tunnel through Baltimore was completed, the PRR started the misleadingly named Pennsylvania Air Line service via the Northern Central Railway and Columbia, Pennsylvania
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