Thanks Dave, I believe that Chicago and North Western was probably the first road to use them as Ezra was an employee there. The info that I have is that they became the national standard by 1875.
http://www.midcontinent.org/rollingstock/dictionary/millerhook_restoration.htm shows a restoration with a slot added to receive link & pin.....Mike
What electric locomotive won the grand prize at the Panama-Pacific International Exposition in San Francisco in 1915?
Mike MacDonald
The Westinghouse DD1 I believe. 4000HP 450volt.
Buck, yes DD1.
Excerpt from The Story of the Exposition
The most conspicuous object in the Palace of Transportation, and one of the most conspicuous in the whole Exposition, was a huge, black, double-ender giant of blinking metal that revolved in a majestic and elemental way just under the central dome: the electric locomotive of the Westinghouse Electric & Manufacturing Company, built for the Pennsylvania Railroad's New York terminal system, and embodying the best ideas of the engineers of both corporations. It was poised 12 feet above the floor. You saw no way by which it could have got up there, nor sustain itself when it did. But there it turned and turned and never tired, with the deliberation of all time and as though the energy of a small world were in it; whereas it was being swung about by a mere little ten-horse-power motor.
This was the largest locomotive of its kind ever built. It weighed 156 tons, was 65 feet long, had driving wheels 72 inches in diameter, had a capacity of 4,000 horse power, could exert a tractive effort of 79,200 pounds, and its normal speed with a full train behind it was 60 miles an hour. It represented the first side-rod, gearless, electric locomotive in this country. In November 1914, 33 of this type had been in use over four years, and the one exhibited had traveled over 120,000 miles hauling trains in and out of the Pennsylvania terminal at New York City. It operated by the third-rail contact method, running through the tunnel under the Hudson River, and was smokeless, clean, safe, and swift.
.
Excerpt from Railway World
Undoubtedly every one of the more than eleven million persons who have so far been to the great San Francisco Exposition, as well as those who still have this treat in store, will be interested to learn that the mammoth electric locomotive mounted on the turntable in the Transportation Palace has received the Grand Prize, the highest award in the gift of the Exposition.
This locomotive which, owing to its being mounted twelve feet from the floor at the intersection of the two main aisles of this most interesting part of the Exposition, completely dominates the Palace of Transportation, forms a part of the exhibit of the Westinghouse Electric and Manufacturing Company.
In addition to an extensive display of apparatus used in connection with the transportation industry appropriately grouped around the locomotive, the Westinghouse Company also exhibits in the Machinery Palace, and in "The Mine" in the Palace of Mines and Metallurgy, and in addition has succeeded in getting several hundred other exhibitors to use Westinghouse motors in connection with their exhibits.
Placards prominently displayed around the locomotive inform the visitor that it is one of thirty-three 4,000-horsepower 650-volt direct current double unit locomotives used by the Pennsylvania Railroad in hauling its trains in and out of the New York Terminal and was removed from service only for exhibition purposes. Upon its design and record of operation which has recently been published in the technical papers, it was awarded the highest prize.
Mounted on a turntable that rotates once every 2½ minutes, it has a majestic dignity that never fails to catch the attention of the visitor.
At link is a panoramic photo. Palace of Transportation is just to the right of center, near the water.
http://lcweb2.loc.gov/service/pnp/pan/6a27000/6a27600/6a27645r.jpg
Here's a map.
http://www.sfmuseum.net/photos3/ppie3.gif
Interior view. The DD1 is hard to see.
http://content.cdlib.org/dynaxml/data/13030/z7/hb096nb0z7/files/hb096nb0z7-FID653.jpg
Mike
wanswheel
Texas Zepher wanswheel: Strange way to transmit the power to the wheels. Take the nice circular motion of a motor and add all the inefficiencies of a steam locomotive drive rod. I'm assuming they took a standard frame of a 4-4-0 locomotive and just adapted the motors to it instead of starting from a blank sheet of paper.
wanswheel:
Johnny
Excerpt from The New York Tunnel Extension of the Pennsylvania Railroad (1910)
From experience obtained in the service tests of three different types of electric locomotives, and the results of the special track instrument tests, it was decided to make quite a radical departure from general practice in the final design of the high-speed locomotives for the terminal equipment. An attempt has been made to pattern the locomotive mechanically on the fundamental characteristics of modern steam locomotive design in the following particulars:
(a) High center of gravity of the machine as a whole, and especially of the heavy electric motor portion;
(b) The large proportion of the total weight spring-borne, and equalized by a system having considerable amplitude of motion;
(c) An unsymmetrical distribution of wheel-base of the locomotive;
(d) A combination of driving and carrying wheels.
All the above characteristics, it was thought, would conduce to ease of riding, flexibility in tracking, and the reduction of destructive action to the roadbed by heavy masses moving at high speeds.
To accomplish these results required an important modification in the customary method of mounting and connecting the electric motors; instead of being placed concentric with or in the plane of the axles, and direct-mounted or geared to them, they are placed on the main frames above the wheels, and driving connections are made with rods...The locomotive is double, or articulated, each half being similar to an "American" type, or eight-wheeled steam locomotive, in the wheel arrangement, frames, and running gear. These halves are permanently coupled back to back by a drawbar and equalizing buffer connection. Each half has its own cab, and carries above the frame one series-wound electric motor, having inter-poles and a divided main-field winding. The large space available for the motor enabled its design to be liberal in all parts, and its location makes the entire motor accessible for inspection. The motor shaft, or axle, carries quartered cranks which are connected by rods to a cranked jack-shaft set between the frames and having its center in the plane of the driving axle center. From this shaft, rod connections are made to the wheels, as in steam locomotives. All moving masses of the rods and cranks are revolving, and are susceptible of accurate counterbalancing. The system adopted for motor control enables one motor to be out of service and the locomotive to be operated in emergency by the remaining motor; also, two or more locomotives may be coupled together and operated as a single unit. The division of the fields into sections for manipulating the field strength, gives four, instead of the usual two, running positions of the speed controller, and thus, also, economizes current during acceleration.
Special attention has been given to the arrangement of control and other apparatus in the locomotive cabs, to enable all parts to be readily accessible for inspection and adjustment, such as electrically-driven air pumps for brakes and control, pneumatic sanding devices, contact shoes for the third-rail, overhead pantagraph shoes, sleet-scraping devices for removing ice and snow from the third-rail, automatic train stops for applying the brakes and shutting off power in case of over-running signals in the tunnels, etc. The locomotives are also equipped with boilers for steam generation by electrically heating the water in the boiler to supply the steam-heating system of the trains.
In fixing the capacity of the locomotive, the probable maximum and average train weight was established, and the unit was designed for the most economical distribution of equipment for the Terminal service. It is obvious that on a short run the condition of starting a train from rest and accelerating on the tunnel grades fixes the maximum train which can be hauled, rather than the limitation of motor capacity due to the heating. The maximum weight of train to be hauled by one locomotive under the given conditions was specified as 550 tons trailing load; the actual capacity, however, in intermittent service, has approximated 700 tons trailing.
A sample locomotive of this design was built, placed under road test in October 1909, and run 15,000 miles on a continuous test, with a train of 400 tons trailing; also, complete dynamometer-car tests were made of the hauling capacity, speed, and motor characteristics. The detailed design of the mechanical portion of these locomotives was made by the Motive Power Department at Altoona, and the running gear and cabs were built complete at the Juniata shops.
In speaking of this development, it is not out of place to refer to the part taken by the Westinghouse Electric and Manufacturing Company, the contractor for the electric apparatus of the locomotives. From the first this company not only co-operated with the Committee in all needful respects in furnishing suggestions and information, but built at its own expense the electrical portions of the first two electric locomotives, and subsequently a complete locomotive of another type, all of which it placed at the disposal of the Committee for service and other tests.
http://www.northeast.railfan.net/images/prr4780.jpg Sunnyside
http://arrts-arrchives.com/images/qqdd1wf.jpg New York World's Fair
Gee. this is a bit of a hard act to follow.....
Well, a quicky that everyone should jump on: On what train on what railroad would you be allowed a 10 minute stop to look UP at an outstanding wonder?
FlyingCrow Gee. this is a bit of a hard act to follow..... Well, a quicky that everyone should jump on: On what train on what railroad would you be allowed a 10 minute stop to look UP at an outstanding wonder?
Correct and you got it first, but I actually did it! Look forward to your question.
Also, note publicity shots of DD-1's with the overhead third rail pantograph, but missing in the in-service postcard photo.
Deggesty FlyingCrow: Gee. this is a bit of a hard act to follow..... Well, a quicky that everyone should jump on: On what train on what railroad would you be allowed a 10 minute stop to look UP at an outstanding wonder? Buck, that sounds like the Rio Grande, which stopped the Royal Gorge (and earlier, the Scenic Limited) 164.8 miles out of Denver so that passengers could get a good look at a bridge that spanned the Royal Gorge.
FlyingCrow: Gee. this is a bit of a hard act to follow..... Well, a quicky that everyone should jump on: On what train on what railroad would you be allowed a 10 minute stop to look UP at an outstanding wonder?
The Pennsy stopped on Horseshoe Curve for a gander at the valley and the curve as did the Lackawanna on Tunkhnnock Viaduct for views up and down Tunkhannock Creek at Nicholson, PA. Curiously, what other roads stopped their trains for a short stint at a squint?
RIDEWITHMEHENRY is the name for our almost monthly day of riding trains and transit in either the NYCity or Philadelphia areas including all commuter lines, Amtrak, subways, light rail and trolleys, bus and ferries when warranted. No fees, just let us know you want to join the ride and pay your fares. Ask to be on our email list or find us on FB as RIDEWITHMEHENRY (all caps) to get descriptions of each outing.
Well the GN/BN stopped at the entry to Glacier National Park, but that was actually a station.
Johnny got it ! The Royal Gorge stopped for 10 minutes so you could get out and ooh and ahh at the steep canyon walls of the Arkansas PLUS the very scary suspension bridge across the canyon ...1051 feet straight up.
OR..if you were a rail historian as we all are..you could look across the river at the once ATSF grade on the other bank and remember the infamous "Royal Gorge War" between the D&RG and ATSF, in which (obviously) the Rio Grande prevailed. I personally think it was diversion so Santa Fe could grab rights to the Wooten toll road over Raton Pass.
Johnny ...step up to the plate.
Dave, I wish I had been able to ride the Royal Gorge (and a few other trains), but by the time I had the wherewithal and time, many of them were absolutely gone. I am thankful that I was able to take a trip to the Pacific Northwest in April of 1971 (my first trip out west).
Henry, did the Pennsy and Lackawanna show such stops in the train timetables? I have been treated to an unscheduled stop on a bridge over a gorge between Nanaimo and Victoria, and I thanked the engineer for it after we arrived in Victoria.
New question: what road operated the overnight Cavalier, what were the terminals of the sleepers on the train, and what city was the ultimate destination at the south end (not by rail) of most of the passengers?
I believe the N&W operated the Cavalier, and possibly sleepers ran from New York, certainly Washington and Norfolk, and one of the National Parks was an ultimate destination for at least some of the passengers. This may not be the train you are looking for, but I do know that at one time the N&W did run a train called the Cavalier.
daveklepper I believe the N&W operated the Cavalier, and possibly sleepers ran from New York, certainly Washington and Norfolk, and one of the National Parks was an ultimate destination for at least some of the passengers. This may not be the train you are looking for, but I do know that at one time the N&W did run a train called the Cavalier.
I think daveklepper is right, but as an FYI, the PRR also operated a Cavalier between New York-Philadelphia-Cape Charles (Norfolk)
ZephyrOverland daveklepper: I believe the N&W operated the Cavalier, and possibly sleepers ran from New York, certainly Washington and Norfolk, and one of the National Parks was an ultimate destination for at least some of the passengers. This may not be the train you are looking for, but I do know that at one time the N&W did run a train called the Cavalier. I think daveklepper is right, but as an FYI, the PRR also operated a Cavalier between New York-Philadelphia-Cape Charles (Norfolk)
daveklepper: I believe the N&W operated the Cavalier, and possibly sleepers ran from New York, certainly Washington and Norfolk, and one of the National Parks was an ultimate destination for at least some of the passengers. This may not be the train you are looking for, but I do know that at one time the N&W did run a train called the Cavalier.
The PRR operated an overnight train which had sleepers New York-Cape Charles and Philadelphia-Cape Charles. Since Cape Charles is at the southern end of the Del-Mar-Va peninsula, a ferry was necessary to get to and from Norfolk (I am certain that were more people going on to the Norfolk area than there were going just to Cape Charles). The PRR had its ferries make direct connection with its trains, and the ferry cost was included in the ticket to/from Norfolk. The Virginia Ferry Corporation had more trips across the Chesapeake Bay, and first class PRR tickets were accepted; coach passengers had to pay a little more.
Nowadays, you pay a toll to get from the Norfolk area to the tip of the peninsula, and drive across three bridges and through two tunnels; it's quite a trip (we traveled that way four years ago).
ZO, you did name the right road (though you seemed a uncertain that it was right), and you named the terminii of the sleepers.
At the time I posed the question, I completely forgot about the N&W's train (which I rode in 1966), but I think that I did exclude it with "overnight" and "southern."
Z-O definitely should ask the next question. As you can tell by the tone of my reply, I did have doubts that it was the train you wanted. I knew about the Cape Charles service but did not know the name of the overnight train. Now you have told me. Thanks! There was also the day train, which I did know, the Del-Mar-Va Express. Would have also made a good quiz question: Train name including three states (abreviations) where the passengers were mostly headed for a place------
daveklepper Z-O definitely should ask the next question. As you can tell by the tone of my reply, I did have doubts that it was the train you wanted. I knew about the Cape Charles service but did not know the name of the overnight train. Now you have told me. Thanks! There was also the day train, which I did know, the Del-Mar-Va Express. Would have also made a good quiz question: Train name including three states (abreviations) where the passengers were mostly headed for a place------
Looking forward to Zephyr's question.
Next Question -
The Santa Fe de-Luxe and Chief. The purpose of these trains was to provide the best and fastest service to the cream of the Chicago-Los Angeles market. Both trains were operated as all-Pullman, extra fare runs but were separated by about a decade, the de-Luxe operating between 1911-1917 and the Chief from 1926-1968. Both trains shared one more attribute - what was it?
Extra Fine - Extra Fast - Extra Fare
Is that it, Myron?
FlyingCrow Extra Fine - Extra Fast - Extra Fare Is that it, Myron?
That may be true for both trains, but that's not what I was looking for.
A barber
daveklepper A barber
That may be true, but the answer I'm looking for is more operational in nature.
Pullmans detached at Williams? and run to the Grand Canyon and then back to Williams? and continuing on the trip in which ever direction they started. A one-day layover in each direction with a side trip to the Grand Canyon .
63 hours.
http://lcweb2.loc.gov/service/pnp/det/4a20000/4a24000/4a24300/4a24374v.jpg
http://i43.photobucket.com/albums/e390/MikeMacDonald/ATSFD.jpg
http://i43.photobucket.com/albums/e390/MikeMacDonald/ATSFDL.jpg
daveklepper Pullmans detached at Williams? and run to the Grand Canyon and then back to Williams? and continuing on the trip in which ever direction they started. A one-day layover in each direction with a side trip to the Grand Canyon .
Nope, the de-Luxe was always a solid Chicago-Los Angeles train.
wanswheel 63 hours.
That may have been true for awhile, but the attribute I'm looking for applied to both trains during the entire time each train existed. You can say without this, the trains could not have operated on a regular basis.
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