Trains of the Old West

[mersenne6]

Link and pin: From the Story of American Railroads - Holbrook - " Janney whittled out of wood his first model for an automatic coupler. Six years later he managed to get the Pennsylvania to test it. The Pennsylvania found it good and in 1876-1977 made it standard equipment for its cars. It wasn't until 1882, when the Master Car-Builders Association adopted the device." In 1893 the U.S. government passed the law mandating the use of the Janney coupler and the Westinghouse air break system.

Locomotive speeds - From White's book on the American Locomotive

1840's - including stops 15 mph , without stops - 18-20 mph
1850's - NY passenger train including stops 24 mph
1887 - NYC fastest scheduled train including stops 40 mph
1887 - No road in the U.S. had scheduled speeds over 53 mph (the average was, of course, far less)
1876 U.S. Bureau of Statistics - freight trains average 10 mph.

From Railroading in the Eighties - Roxbury

Fastest time in the South (1887) - #33 From Augusta to Atlanta traveled 175 miles in 3 hours 25 minutes with 9 stops (51.2 mph). From Conyers to Atlanta a distance of 31 miles - nonstop run was made in 34 minutes (54.7 mph).

Fastest time CB&Q - 1887 - #47 with six cars went 158 miles in 192 minutes (49.3 mph).

Fastest time on the UP - 1888 - a special from Portland, to Omaha, Nebraska average of 38.8 mph including stops.

[Anonymous]

someone correct my weak memory if need be.

on eastern tracks, well built and smooth, the 4-4-0 american standard #999 set the world speed record of around 112 mph, which stood for many decades.

western roads were longer and more hastily built with much bad track. speeds were more like 25 - 30 mph; maybe 50 on a clean section.

their fueling ranges varied; 15 to 20 miles were common.

[Anonymous]

Thanks for the info on the couplers I figured there had to be somethig like that, now about the speed and refueling.

[Anonymous]

think of world war one as the dividing line between early and modern railroading. after the feds assumed control and trashed the rail system, the owners rebuilt to the new standards; rules that have been on the books for decades but weakly enforced.

previous to this, railroads were run by the controller (bean counters). if automatic couplers and airbrakes made economic sense, they were installed and used. if the changes didn't make money they were ignored or resisted. airbrakes saved trains and cargo; therefore they made sense.

link and pin couplers were cheap and worked. their only downside was they cost lives, but as long as there was another irishman to fill the void, they made economic sense.
eventually, this cowboy mentality gave way to government rules and lawyers.

early automatic couplers had a slot and hole in them in order to be adaptable to the link and pin system.

[daveklepper]

Somebody will supply the exact dates, but if I remember correctly, the "Janey" automatic coupler was invented about 1890, and about four years later, link-and-pin couplers were outlawed on interstate commerce with something like about a ten year transition period authorized. Someone may correct me, and I welcome the exact information. But it is interesting that the basic design of the automatic coupler has been around 100 years or more!

[Anonymous]

When did railroads stop using the link pin coupler system, and how did they change over; did they convert their entire fleets at once? How did this effect interchange between railroads, or was much going on?

Also on an old locomotive like what would have been used in the 1880's, how fast did they normally run, and how far could they run before needing to be refueled?