Southern California Railway Museum
The Southern California Railway Museum known as the Orange Empire Railway Museum, at 2201 South "A" Street in Perris, California, is a railroad museum founded in 1956 at the Pinacate Station as the "Orange Empire Trolley Museum." The museum operates a heritage railroad on the museum grounds. The collection focuses on Southern California's railroad history, it houses the largest collection of Pacific Electric Railway rolling stock in the world, much of it rescued from scrapyards after the discontinuation of their passenger operations. Two early Los Angeles 3 ft 6 in narrow gauge streetcars from the Los Angeles Railway or standard gauge streetcars from the Pacific Electric Railway run each weekend on the one-half-mile long, dual gauge Loop Line. A passenger-carrying steam, diesel or electric powered freight train with open gondolas fitted with benches and at least two cabooses runs on the 1.5-mile long, standard gauge mainline, once a part of the transcontinental main line of the Atchison and Santa Fe Railway.
Its main line stretches from south of the museum northward towards the junction with the BNSF Railway, where the historic Perris Depot on State Route 74 stands. The BNSF Railway spur is in active use, but the museum track onto the spur is severed due to Metrolink service, meaning that no museum trains can access the Perris Depot. A Pacific Electric interurban "Red Car" operates on the mainline on selected weekends, but the line electrification ends a block south of the depot. Streetcars and locomotives are selected on a rotating basis; the museum maintains a steam locomotive in operating condition and its use is scheduled for each third weekend, September through May, certain special events and major holidays. Admission to the SCRM and parking are free except for special events, but a ticket must be purchased to ride on the museum railway; the ticket is valid for unlimited rides on streetcars. Tours of the grounds, static exhibits and shops can be self-guided or with a docent. A picnic area is located near the main entrance as is an interactive railroad "signal garden."
Built between 2000 and 2001 and utilizing a combination of standard railroad signal relays and custom microprocessor controls, the garden's first phase included: Two restored Magnetic Flagman grade crossing signals, both upper- and lower-quadrant Safetran V20 tri-light block signal, a new signal installed on the Southern Pacific Coastal Route and removed from service for standardization purposes by its successor, the Union Pacific Railroad Union Switch and Signal motorcar indicators which were miniature semaphores designed to warn maintenance crews of oncoming trains Union Switch and Signal motorcar indicator as used by the ATSF. 1910. This is a large, bronze bell with an electromagnetically driven clapper which alerted motorists to the approach of a train, it stood at an SP grade crossing in nearby Anaheim until the early 1960s when it was donated to the museum Union Switch and Signal relay cabinet, ca. 1940 and used to house the electronics powering the exhibitsThe display has since been expanded to include modern grade crossing signals, a US&S semaphore which once was mounted on a signal bridge spanning the Pacific Electric Watts Line and a century-old US&S banjo signal, used for both grade crossing protection and train control and one of only three known to exist.
The others are on display at the Smithsonian Institution. The Emma Nevada, a 3 ft narrow gauge Baldwin Locomotive Works 2-6-0 "Mogul" steam locomotive built in 1881, was purchased by Disney animator Ward Kimball and his wife Betty for their backyard Grizzly Flats Railroad in 1938. Built for the short-line Nevada Central Railway connecting Battle Mountain with Austin, the beautifully restored locomotive features Kimball's own artwork on the cab and headlight and was fired up in 1942. Boiler problems permanently sidelined the Emma Nevada in 1951. Kimball donated the locomotive to the museum and it can be seen today in the museum's Grizzly Flats car barn; the love of trains that Kimball shared with Walt Disney and fellow animator Ollie Johnston is credited with the idea of building a railroad in Disneyland in Anaheim, California. At Disneyland, a restored 1902 Baldwin 3 ft narrow gauge locomotive has been named after Kimball; the Ward Kimball, which entered service on June 26, 2005, is the first locomotive added to the Disneyland Railroad since 1959.
The Chloe, a 3 ft narrow gauge Baldwin Locomotive Works 0-4-2T steam locomotive built in 1883, was previously owned by Kimball and is displayed next to the Emma Nevada. Both are not operational. On July 28, 2017, the Chloe and its train car made an appearance at the media preview for the reopening of the Disneyland Railroad, they were pulled along its new route by the Justi Creek Railway's Marie E. locomotive driven by John Lasseter. The SCRM plans to restore the Chloe to operating condition; the Hillcrest Shops in Reedley, was selected as the location for the locomotive's restoration. The museum's newest locomotive, Santa Fe 108, is a 1967 EMD SDFP45 diesel locomotive. Featuring a 3600-horsepower, 20-cylinder prime mover and six traction motors, the FP45 was intended for fast passenger service and is geared to run in excess of 90 miles per hour. ATSF 98 is notable as being the last passenger locomotive purchased by the Atchison
A tram is a rail vehicle which runs on tramway tracks along public urban streets. The lines or networks operated by tramcars are called tramways; the term electric street railways was used in the United States. In the United States, the term tram has sometimes been used for rubber-tyred trackless trains, which are unrelated to other kinds of trams. Tram vehicles are lighter and shorter than main line and rapid transit trains. Today, most trams use electrical power fed by a pantograph sliding on an overhead line. In some cases by a contact shoe on a third rail is used. If necessary, they may have dual power systems—electricity in city streets, diesel in more rural environments. Trams carry freight. Trams are now included in the wider term "light rail", which includes grade-separated systems; some trams, known as tram-trains, may have segments that run on mainline railway tracks, similar to interurban systems. The differences between these modes of rail transport are indistinct, a given system may combine multiple features.
One of the advantages over earlier forms of transit was the low rolling resistance of metal wheels on steel rails, allowing the trams to haul a greater load for a given effort. Problems included the fact that any given animal could only work so many hours on a given day, had to be housed, groomed and cared for day in and day out, produced prodigious amounts of manure, which the streetcar company was charged with disposing of. Electric trams replaced animal power in the late 19th and early 20th century. Improvements in other forms of road transport such as buses led to decline of trams in mid 20th century. Trams have seen resurgence in recent years; the English terms tram and tramway are derived from the Scots word tram, referring to a type of truck used in coal mines and the tracks on which they ran. The word tram derived from Middle Flemish trame; the identical word la trame with the meaning "crossbeam" is used in the French language. Etymologists believe that the word tram refers to the wooden beams the railway tracks were made of before the railroad pioneers switched to the much more wear-resistant tracks made of iron and steel.
The word Tram-car is attested from 1873. Although the terms tram and tramway have been adopted by many languages, they are not used universally in English; the term streetcar is first recorded in 1840, referred to horsecars. When electrification came, Americans began to speak of trolleycars or trolleys. A held belief holds the word to derive from the troller, a four-wheeled device, dragged along dual overhead wires by a cable that connected the troller to the top of the car and collected electrical power from the overhead wires. "Trolley" and variants refer to the verb troll, meaning "roll" and derived from Old French, cognate uses of the word were well established for handcarts and horse drayage, as well as for nautical uses. The alternative North American term'trolley' may speaking be considered incorrect, as the term can be applied to cable cars, or conduit cars that instead draw power from an underground supply. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US.
Furthering confusion, the term tram has instead been applied to open-sided, low-speed segmented vehicles on rubber tires used to ferry tourists short distances, for example on the Universal Studios backlot tour and, in many countries, as tourist transport to major destinations. The term may apply to an aerial ropeway, e.g. the Roosevelt Island Tramway. Although the use of the term trolley for tram was not adopted in Europe, the term was associated with the trolleybus, a rubber-tyred vehicle running on hard pavement, which draws its power from pairs of overhead wires; these electric buses, which use twin trolley poles, are called trackless trolleys, or sometimes trolleys. The New South Wales, government has decided to use the term "light rail" for their trams; the history of trams, streetcars or trolley systems, began in early nineteenth century. It can be divided up into several discrete periods defined by the principal means of motive power used; the world's first passenger train or tram was the Swansea and Mumbles Railway, in Wales, UK.
The Mumbles Railway Act was passed by the British Parliament in 1804, horse-drawn service started in 1807. The service was restarted in 1860, again using horses, it was worked by steam from 1877, from 1929, by large electric tramcars, until closure in 1961. The Swansea and Mumbles Railway was something of a one-off however, no street tramway would appear in Britain until 1860 when one was built in Birkenhead by the American George Francis Train. Street railways developed in America before Europe due to the poor paving of the streets in American cities which made them unsuitable for horsebuses, which were common on the well-paved streets of European cities. Running the horsecars on rails allowed for a much smoother ride. There are records of a street railway running in Baltimore as early as 1828, however the first authenticated streetcar in America, was the New York and Harle
Westinghouse Electric Corporation
The Westinghouse Electric Corporation was an American manufacturing company. It was founded on January 8, 1886, as Westinghouse Electric Company and renamed Westinghouse Electric Corporation by its founder George Westinghouse. George Westinghouse had founded the Westinghouse Air Brake Company; the corporation purchased the CBS broadcasting company in 1995 and became the original CBS Corporation in 1997. Westinghouse Electric was founded by George Westinghouse in Pittsburgh, Pennsylvania in 1886; the firm became active in developing electric infrastructure throughout the United States. The company's largest factories were located in East Pittsburgh Pennsylvania, Lester, Pennsylvania and in Hamilton, where they made turbines, generators and switch gear for generation and use of electricity. In addition to George Westinghouse, early engineers working for the company included Frank Conrad, Benjamin Garver Lamme, Oliver B. Shallenberger, William Stanley, Nikola Tesla, Stephen Timoshenko and Vladimir Zworykin.
Early on, Westinghouse was a rival to Thomas Edison's electric company. In 1892, Edison was merged with Westinghouse's chief AC rival, the Thomson-Houston Electric Company, making an bigger competitor, General Electric. Westinghouse Electric & Manufacturing Company changed its name to Westinghouse Electric Corporation in 1945. Westinghouse purchased CBS Inc. in 1995. Westinghouse Electric Corporation changed its name to and became CBS Corporation in 1997. In 1998, the Power Generation Business Unit, headquartered in Orlando, was sold to Siemens AG, of Germany. A year CBS sold all of its commercial nuclear power businesses to British Nuclear Fuels Limited. In connection with that sale, certain rights to use the Westinghouse trademarks were granted to the newly formed BNFL subsidiary, Westinghouse Electric Company; that company was sold to Toshiba in 2006. In 1990, Westinghouse experienced a financial catastrophe when the Corporation lost over one billion dollars due to bad high-risk, high-fee, high-interest loans made by its Westinghouse Credit Corporation lending arm.
In an attempt to revitalize the corporation, the Board of Directors appointed outside management in the form of CEO Michael Jordan, who brought in numerous consultants to help re-engineer the company in order to realize the potential that they saw in the broadcasting industry. Westinghouse reduced the work force in many of its traditional industrial operations and made further acquisitions in broadcasting to add to its substantial Group W network, purchasing CBS in 1995. Shortly after, Westinghouse purchased Infinity Broadcasting, TNN, CMT, American Radio Systems, rights to NFL broadcasting; these investments cost the company over fifteen billion dollars. To recoup its costs, Westinghouse sold many other operations. Siemens purchased non-nuclear power generation, while other firms bought the defense electronics, office furniture company Knoll, Thermo King, residential security. With little remaining of the company aside from its broadcasting, Westinghouse renamed itself CBS Corporation in 1997.
During the 20th century, Westinghouse engineers and scientists were granted more than 28,000 US government patents, the third most of any company. The company pioneered the power generation industry and in the fields of long-distance power transmission and high-voltage alternating-current transmission, unveiling the technology for lighting in Great Barrington, Massachusetts; the first commercial Westinghouse steam turbine driven generator, a 1,500 kW unit, began operation at Hartford Electric Light Co. in 1901. The machine, nicknamed Mary-Ann, was the first steam turbine generator to be installed by an electric utility to generate electricity in the US. George Westinghouse had based his original steam turbine design on designs licensed from the English inventor Charles Parsons. Today a large proportion of steam turbine generators operating around the world, ranging to units as large as 1,500 MW were supplied by Westinghouse from its factories in Lester, Pennsylvania. Major Westinghouse licensees or joint venture partners included Mitsubishi Heavy Industries of Japan and Harbin Turbine Co. and Shanghai Electric Co. of China.
Westinghouse boasted 50,000 employees by 1900, established a formal research and development department in 1906. While the company was expanding, it would experience internal financial difficulties. During the Panic of 1907, the Board of Directors forced George Westinghouse to take a six-month leave of absence. Westinghouse retired in 1909 and died several years in 1914. Under new leadership, Westinghouse Electric diversified its business activities in electrical technology, it acquired the Copeman Electric Stove Company in 1914 and Pittsburgh High Voltage Insulator Company in 1921. Westinghouse moved into radio broadcasting by establishing Pittsburgh's KDKA, the first commercial radio station, WBZ in Springfield, Massachusetts in 1921. Westinghouse expanded into the elevator business, establishing the Westinghouse Elevator Company in 1928. Throughout the decade, diversification engendered considerable growth. Westinghouse produced the first operational American turbojet for the US Navy program in 1943.
After many successes, the ill-fated J40 project, started soon after WWII, was abandoned in 1955 and led to Westinghouse exiting the aircraft engine business with closure of the Westinghouse Aviation Gas Turbine Division in 1960. During the late 1940s Westinghouse applied its aviation gas turbine technology and experience to develop its first industrial gas turbine. A 2,0
Glendale-Burbank (Pacific Electric)
Glendale-Burbank is a defunct Pacific Electric rapid transit line, operational from 1902 to 1955 in Southern California, running from Downtown Los Angeles to Burbank, with short lines terminating in Downtown and North Glendale. The line was built by the Los Angeles Pacific Railroad. On March 19, 1906, an agreement was reached to sell all the Los Angeles Pacific Railroad lines for $6 million to Henry Huntington’s Pacific Electric Railway. Streetcar suburb Streetcars in North America List of California railroads History of rail transportation in California Union Station Electric Railway Heritage Association Electric Railway Heritage Association, Glendale-Burbank Line uncanny.net, Tour the Glendale-Burbank Line
Rail transport is a means of transferring of passengers and goods on wheeled vehicles running on rails known as tracks. It is commonly referred to as train transport. In contrast to road transport, where vehicles run on a prepared flat surface, rail vehicles are directionally guided by the tracks on which they run. Tracks consist of steel rails, installed on ties and ballast, on which the rolling stock fitted with metal wheels, moves. Other variations are possible, such as slab track, where the rails are fastened to a concrete foundation resting on a prepared subsurface. Rolling stock in a rail transport system encounters lower frictional resistance than road vehicles, so passenger and freight cars can be coupled into longer trains; the operation is carried out by a railway company, providing transport between train stations or freight customer facilities. Power is provided by locomotives which either draw electric power from a railway electrification system or produce their own power by diesel engines.
Most tracks are accompanied by a signalling system. Railways are a safe land transport system. Railway transport is capable of high levels of passenger and cargo utilization and energy efficiency, but is less flexible and more capital-intensive than road transport, when lower traffic levels are considered; the oldest known, man/animal-hauled railways date back to the 6th century BC in Greece. Rail transport commenced in mid 16th century in Germany in the form of horse-powered funiculars and wagonways. Modern rail transport commenced with the British development of the steam locomotives in the early 19th century, thus the railway system in Great Britain is the oldest in the world. Built by George Stephenson and his son Robert's company Robert Stephenson and Company, the Locomotion No. 1 is the first steam locomotive to carry passengers on a public rail line, the Stockton and Darlington Railway in 1825. George Stephenson built the first public inter-city railway line in the world to use only the steam locomotives all the time, the Liverpool and Manchester Railway which opened in 1830.
With steam engines, one could construct mainline railways, which were a key component of the Industrial Revolution. Railways reduced the costs of shipping, allowed for fewer lost goods, compared with water transport, which faced occasional sinking of ships; the change from canals to railways allowed for "national markets" in which prices varied little from city to city. The spread of the railway network and the use of railway timetables, led to the standardisation of time in Britain based on Greenwich Mean Time. Prior to this, major towns and cities varied their local time relative to GMT; the invention and development of the railway in the United Kingdom was one of the most important technological inventions of the 19th century. The world's first underground railway, the Metropolitan Railway, opened in 1863. In the 1880s, electrified trains were introduced, leading to electrification of tramways and rapid transit systems. Starting during the 1940s, the non-electrified railways in most countries had their steam locomotives replaced by diesel-electric locomotives, with the process being complete by the 2000s.
During the 1960s, electrified high-speed railway systems were introduced in Japan and in some other countries. Many countries are in the process of replacing diesel locomotives with electric locomotives due to environmental concerns, a notable example being Switzerland, which has electrified its network. Other forms of guided ground transport outside the traditional railway definitions, such as monorail or maglev, have been tried but have seen limited use. Following a decline after World War II due to competition from cars, rail transport has had a revival in recent decades due to road congestion and rising fuel prices, as well as governments investing in rail as a means of reducing CO2 emissions in the context of concerns about global warming; the history of rail transport began in the 6th century BC in Ancient Greece. It can be divided up into several discrete periods defined by the principal means of track material and motive power used. Evidence indicates that there was 6 to 8.5 km long Diolkos paved trackway, which transported boats across the Isthmus of Corinth in Greece from around 600 BC.
Wheeled vehicles pulled by men and animals ran in grooves in limestone, which provided the track element, preventing the wagons from leaving the intended route. The Diolkos was in use for over 650 years, until at least the 1st century AD; the paved trackways were later built in Roman Egypt. In 1515, Cardinal Matthäus Lang wrote a description of the Reisszug, a funicular railway at the Hohensalzburg Fortress in Austria; the line used wooden rails and a hemp haulage rope and was operated by human or animal power, through a treadwheel. The line still exists and is operational, although in updated form and is the oldest operational railway. Wagonways using wooden rails, hauled by horses, started appearing in the 1550s to facilitate the transport of ore tubs to and from mines, soon became popular in Europe; such an operation was illustrated in Germany in 1556 by Georgius Agricola in his work De re metallica. This line used "Hund" carts with unflanged wheels running on wooden planks and a vertical pin on the truck fitting into the gap between the planks to keep it going the right way.
The miners called the wagons Hunde from the noise. There are many references to their use in central Europe in the 16th century; such a transport system was used by German miners at Cal
Baldwin Locomotive Works
The Baldwin Locomotive Works was an American manufacturer of railroad locomotives from 1825 to 1956. Located in Philadelphia, it moved to nearby Eddystone, Pennsylvania, in the early 20th century; the company was for decades the world's largest producer of steam locomotives, but struggled to compete as demand switched to diesel locomotives. Baldwin produced the last of its 70,000-plus locomotives in 1956 and went out of business in 1972; the company has no relation to the E. M. Baldwin and Sons locomotive builder of Australia; the Baldwin Locomotive Works had a humble beginning. Matthias W. Baldwin, the founder, was a jeweller and whitesmith, who, in 1825, formed a partnership with a machinist, engaged in the manufacture of bookbinders' tools and cylinders for calico printing. Baldwin designed and constructed for his own use a small stationary engine, the workmanship of, so excellent and its efficiency so great that he was solicited to build others like it for various parties, thus led to turn his attention to steam engineering.
The original engine was in use and powered many departments of the works for well over 60 years, is on display at the Smithsonian Institution in Washington, DC. In 1831, at the request of the Philadelphia Museum, Baldwin built a miniature locomotive for exhibition, such a success that he received that year an order from a railway company for a locomotive to run on a short line to the suburbs of Philadelphia; the Camden and Amboy Railroad Company had shortly before imported a locomotive from England, stored in Bordentown, New Jersey. It had not yet been assembled by Isaac Dripps, he 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 understood by present-day mechanics. Modern machine tools did not exist, it was under such circumstances that his first locomotive, christened Old Ironsides, was completed and tried on the Philadelphia and Norristown Railroad on November 23, 1832.
It was at once put in active service, did duty for over 20 years. It was a four-wheeled engine; the wheels were of heavy cast iron hubs, with wooden spokes and rims, wrought iron tires, the frame was made of wood placed outside the wheels. It had a 30 inches diameter boiler. Top speed was 28 mph. Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840 and the company was in debt; as part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved short-lived, they helped Baldwin pull through the economic hard times. Zerah Colburn was one of many engineers. Between 1854 and 1861, when Colburn went to work more or less permanently in London, the journalist was in frequent touch with M. W. Baldwin, as recorded in Zerah Colburn: The Spirit of Darkness. Colburn was full of praise for the quality of Baldwin's work. In the 1850s, railroad building became a national obsession, with many new carriers starting up 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. By 1857, the company employed 600 men, but another economic downturn, this time the Panic of 1857, cut into business again. Output fell by 50 percent in 1858; the Civil War at first appeared disastrous for Baldwin. According to John K. Brown in The Baldwin Locomotive Works, 1831-1915: A Study in American Industrial Practice, at the start of the conflict Baldwin had a great dependence on Southern railways as its primary market. In 1860, nearly 80 percent of Baldwin's output went to carriers in states that would soon secede from the Union; as a result, Baldwin's production in 1861 fell more than 50 percent compared to the previous year. However, the loss in Southern sales was counterbalanced by purchases by the U.
S. Military Railroads and the Pennsylvania Railroad, which saw its traffic soar, as Baldwin produced more than 100 engines for carriers during the 1861–1865 war. By the time Matthias Baldwin died in 1866, his company was vying with Rogers Locomotive and Machine Works for the top spot among locomotive producers. By 1870 Baldwin had taken the lead and a decade it was producing 2½ times as many engines as its nearest competitor, according to the U. S. Manufacturing Census. In 1897 the Baldwin Locomotive Works was presented as one of the examples of successful shop management in a series of articles by Horace Lucian Arnold; the article described the Piece Rate System used in the shop management. Burton commented, that "in the Baldwin Locomotive Works... piecework rates are altered... Some rates have remained unchanged for the past twenty years, a workman is there more esteemed when
Santa Ana (Pacific Electric)
Santa Ana was a route of the Pacific Electric Railway, constructed in 1905 and bought by Pacific Electric in 1911, running from the Pacific Electric Building in Los Angeles to the Southern Pacific depot in Santa Ana, California on the West Santa Ana Branch. Santa Ana's location as the premier city of Orange County allowed the route to be the most trafficked in the region by far. By 1950, service had halved from its peak only five years earlier and cut back to a minor station in Bellflower; this service was appropriated by the Los Angeles Metropolitan Transit Authority in 1958, the same year it was discontinued