Railroad History
Railroad history is part of the history of transportation. Before railroads made their appearance, transport was achieved by foot, by horse and wagon or by boat.
Transport via roads (horse-drawn wagons over mostly dirt roads) proved difficult. Difficulties were exacerbated by rainy or snowy weather.
In general, boats could carry larger loads than horse-drawn wagons, but needed navigable waterways to operate (many froze in winter). Construction of canals (known in various forms for over 4,000 years) helped, but travel up and down hill required more than canals, even when equipped with locks. Tunnels can be used to solve the "hill and dale" problem, but they are expensive to build.
With the advent of high-pressure steam engines around 1790, a new and less expensive method of traveling up and down hill presented itself: the use of stationary steam engines to move material up hill and gravity or animal power to move it down hill. A famous example of such a system is the Allegheny Portage Railroad, extending from Hollidaysburg to Johnstown, Pennsylvania through the Blair Gap in the Allegheny Mountains, a short distance east of Cresson, PA. This railroad, part of the transportation system linking Philadelphia and Pittsburgh, PA, operated from 1834-1854 when it was rendered obsolete by steam-powered locomotives pulling freight and passenger trains across Pennsylvania.
The beginnings of what we now know as railroads arose about 1808 in England and around 1830 in the U.S.A.
In the following three sections, we briefly discuss the history of three railroad companies that are the central focus of Shannondell Model Railroad, namely the Reading Railroad, Lehigh Valley Railroad and Pennsylvania Railroad.
Reading Company
Although remembered mainly as a railroad, the Reading Company (https://www.american-rails.com/rdg.html, and https://en.wikipedia. org/wiki/Reading_Company) was, in its heyday, a multifaceted industrial giant operating as a holding company for a variety of enterprises. Originally established as The Philadelphia & Reading Railroad (P & R) in 1833 to transport anthracite coal, the pioneering 94-mile line evolved into a mighty corporation serving eastern Pennsylvania, New Jersey and Delaware.
Operations included coal mining, iron making, canal and sea-going transportation and shipbuilding. With its great complex of shops for locomotive and car building and repair, and constant advances in railroad technology, the company held a position of leadership in the railroad industry for over a century.
By the nature of the territory which it served, the P & R fueled the Industrial Revolution which led the United States to economic leadership. With lines reaching out in all directions, the P & R served the heart of the most densely industrialized area of the nation and by the 1870s became the largest corporation in the world.
During this period the P & R established a subsidiary, The P & R Coal and Iron Company, to gain control over the vast anthracite deposits being mined for shipment over its lines. As one of America’s first conglomerates, this attracted the infamous “robber barons” of the latter 1800s, such as Carnegie and Vanderbilt. During the company’s final spectacular attempt at expansion through control of lines to New England, Canada and the West, the formidable J. P. Morgan pulled the financial rug out from under The Reading Company, and forced the company to settle into its traditional role as a regional railroad – mainly a carrier of anthracite.
During the 1890s, to ward off government efforts to break up monopolies, the P & R’s owners created a new holding company named Reading Company, to own, on paper, the P & R Railroad and P & R Coal and Iron Co. Finally, a U. S. Supreme Court ruling forced a complete separation of the P & R entities. On January 1, 1924, the P & R Coal and Iron Co. became independent, and Reading Company became the railroad operating name.
After World War II, as America began to turn away from coal as its major fuel, the Reading’s fate began to turn as well. Dragged down by the failure of surrounding lines on which it depended for traffic to offset the loss of the coal business, The Reading entered bankruptcy in 1971. Its operations were taken over as part of the federally financed Consolidated Rail Corporation (CONRAIL), on April 1, 1976.
In 1962, the Reading Company purchased 20 GP30 locomotives built by the Electro-Motive Division of General Motors Corporation (EMD, now Electro-Motive Diesel), numbered them 5501 through 5520, and painted them in a distinctive green and yellow color scheme. One of the series, GP30 No. 5513, was placed on display for commuters inside the Reading Terminal in Philadelphia.
Reading Lines No. 5513 currently awaiting repair
There were 948 GP30s built from 1961 to 1963. It is believed that only about eight still survive and some are still working. The Reading Company Technical & Historical Society owns No. 5513 and it is currently awaiting repair. Sadly, No. 5516 was scrapped in 1983 and No. 5518 in 1994.
Shannondell Model Railroad Club owns two model locomotives No. 5516 and No. 5518, as seen in the following figure. Come and see them in operation!
Models of Reading Lines No. 5516 and No. 5518
Lehigh Valley Railroad
The Lehigh Valley Railroad dates back to the mid-1800’s and was sometimes known as the Route of the Black Diamond, named after the anthracite coal it transported. The original purpose of its founders was to build a railroad for the transportation of anthracite and, incidentally perhaps, passengers between the mines then being operated near Mauch Chunk, PA (now Jim Thorpe), and the Delaware River at Easton, PA.
Almost immediately the railroad began to expand and by the 1890’s, the Lehigh Valley Railroad stretched from New York Harbor to Tifft Terminal in Buffalo, passing through the Lehigh Valley in Pennsylvania, and the Finger Lakes region of New York state.
By the mid-1900’s, steam had been replaced with diesel locomotives. Coal traffic declined steadily after the 1940s and, by 1962, the Pennsylvania Railroad had acquired majority stock control of Leigh Valley Railroad. On June 24, 1970, the Lehigh Valley Railroad declared bankruptcy, just three days following the bankruptcy of the Pennsylvania Railroad’s successor, Penn Central. Penn Central’s bankruptcy relieved them from paying fees to various Northeastern railroads, the Lehigh Valley included, for the use of their railcars and other operations. The non-payment of these fees was fatal to the Lehigh Valley Railroad’s finances.
The Lehigh Valley remained in operation during the 1970 bankruptcy. In 1972, the Lehigh Valley assumed the remaining Pennsylvania trackage of the Central Railroad of New Jersey, a competing anthracite railroad which had entered bankruptcy as well. In 1976, the assets of the bankrupt Lehigh Valley Railroad were acquired by Consolidated Rail Corporation (CONRAIL).
Almost immediately the railroad began to expand and by the 1890’s, the Lehigh Valley Railroad stretched from New York Harbor to Tifft Terminal in Buffalo, passing through the Lehigh Valley in Pennsylvania, and the Finger Lakes region of New York state.
By the mid-1900’s, steam had been replaced with diesel locomotives. Coal traffic declined steadily after the 1940s and, by 1962, the Pennsylvania Railroad had acquired majority stock control of Leigh Valley Railroad. On June 24, 1970, the Lehigh Valley Railroad declared bankruptcy, just three days following the bankruptcy of the Pennsylvania Railroad’s successor, Penn Central. Penn Central’s bankruptcy relieved them from paying fees to various Northeastern railroads, the Lehigh Valley included, for the use of their railcars and other operations. The non-payment of these fees was fatal to the Lehigh Valley Railroad’s finances.
The Lehigh Valley remained in operation during the 1970 bankruptcy. In 1972, the Lehigh Valley assumed the remaining Pennsylvania trackage of the Central Railroad of New Jersey, a competing anthracite railroad which had entered bankruptcy as well. In 1976, the assets of the bankrupt Lehigh Valley Railroad were acquired by Consolidated Rail Corporation (CONRAIL).
Models of Lehigh Valley No. 638 and No. 639 on the Shannondell Model Railroad
The black and white diesel locomotives No. 638 and No. 639 were purchased for the SMRC by one of its members, Glenn Landis. They are in remembrance of his father, Edwin C. Landis, who worked for the Lehigh Valley Railroad for fifty years (1916-1966). He died in 1998 at the age of 104.
During Glenn’s early teenage years, he spent a lot of time after school with his father in the marshalling yards where the freight trains were put together for trips all over the country. He also accompanied his father on passenger runs from Easton to Buffalo and Glenn developed a keen interest in everything about the railroad. After a near accident on Glenn’s part when his foot slipped while he was climbing a ladder on a moving boxcar and came within inches of the wheel, his father discouraged any further thought about a railroad career.
Locomotives #638 and #639 were built by ALCO as part of the Century Series. These C-628s were 6 axle, 2800 hp diesel locomotives of the road switch type. ALCO built 186 of these between 1963 and 1967. The locomotives numbered 638 and 639 were delivered to the Lehigh Valley Railroad in December of 1967 and were painted in the black and white livery (called 'snow birds'). In March of 1973, they were re-painted Cornell Red (after one of the Cornell University colors) with a yellow stripe. By 1980, all of the ALCO C-628 diesel locomotives had been scrapped.
SMRC is pleased to have the two model locomotives pictured above. Come see them in operation on the Shannondell Model Railroad.
Need a photograph...
Pennsylvania Railroad
The Pennsylvania Railroad Company (reporting mark PRR) began life in 1846 with the purpose of building a railroad line connecting Harrisburg with Pittsburgh, PA. Competition was offered by the Baltimore and Ohio Railroad, but the Pennsy won out and Letters Patent were issued by Pennsylvania governor Francis R. Shunk in 1847.
The line connecting Pittsburgh and Harrisburg was completed in 1954 and included the Allegheny Tunnel of about 3,600 feet (1097 m) length at an elevation of nearly 2,200 feet (670 m) above mean sea level. A second tunnel was constructed by the Commonwealth of Pennsylvania for the New Portage Railroad. East of these tunnels is the famous Horseshoe Curve built using a combination of cuttings and fills to maintain a grade of less than 2%.
PRR contracted with the Harrisburg, Portsmouth, Mountjoy and Lancaster Railroad (HPMtJ&L) in 1848 and was subsequently granted trackage rights over the Philadelphia and Columbia Railroad (P&CR), thereby giving PRR a route under its sole control from Philadelphia to Pittsburgh by 1861.
The Pennsy continued to expand in all directions. The company either purchased or entered into long-term leases with many other railroads so that by 1893 it had access to many parts of the United States and would become the largest railroad (by traffic and revenue), the largest transportation enterprise, and the largest corporation in the world (see The Pennsylvania Railroad, Volume 1: Building an Empire, 1846–1917). By 1927, the PRR operated more than 11,000 miles of track.
4-track lines and the Broadway Limited, Altoona Shops, electrification, diesel, bankruptcy, demise.
The following material will be moved to a new page.
The history of some real-world railroad elements, such as particular locomotives, railroad cars and selected support elements, that are represented in the Shannondell Model Railroad, is presented here. For more information on motive power used by railroads, please consult the Education section of this website.
The history of some real-world railroad elements, such as particular locomotives, railroad cars and selected support elements, that are represented in the Shannondell Model Railroad, is presented here. For more information on motive power used by railroads, please consult the Education section of this website.
Steam Locomotives
We have several steam trains chugging along the tracks, and the sound of releasing steam, the blast of the whistle, and the clanging of the bell are positively captivating. Here we present the history of three heavily-used steam locomotives, the Mikado, the Pacific Class K4 and the Union Pacific 4-8-8-4 Big Boy.
Mikado
One important steam locomotive is a Mikado which has a 2-8-2 wheel configuration (one leading axel with two wheels for negotiating curves, eight drive wheels for hauling heavy freight trains and one trailing axel with two wheels that gave support to the fire box). The class name ‘Mikado’ originated from the first large group of 2-8-2s built by Baldwin Locomotive Works in 1897 for use in Japan. This wheel
We have several steam trains chugging along the tracks, and the sound of releasing steam, the blast of the whistle, and the clanging of the bell are positively captivating. Here we present the history of three heavily-used steam locomotives, the Mikado, the Pacific Class K4 and the Union Pacific 4-8-8-4 Big Boy.
Mikado
One important steam locomotive is a Mikado which has a 2-8-2 wheel configuration (one leading axel with two wheels for negotiating curves, eight drive wheels for hauling heavy freight trains and one trailing axel with two wheels that gave support to the fire box). The class name ‘Mikado’ originated from the first large group of 2-8-2s built by Baldwin Locomotive Works in 1897 for use in Japan. This wheel
SMR Model of the PRR 9630 Mikado
configuration was one of the most common during the first half of the 20th century and primarily pulled freight cars throughout the United States.
Over 11,000 of this type of locomotive were built for North American service and the Pennsylvania Railroad had 579.
The Canadian Pacific Railway received the last manufactured standard gauge Mikado model in 1948. By the end of 1960, most all of the railway companies had switched to diesel or electric locomotives, and the steam locomotives were headed to the scrap yard.
Although very few steam locomotives escaped being melted down after the introduction of diesel locomotives, there remains a Mikado L1 at the Railroad Museum of Pennsylvania waiting to be restored. It is PRR No. 520, and sits in the
Over 11,000 of this type of locomotive were built for North American service and the Pennsylvania Railroad had 579.
The Canadian Pacific Railway received the last manufactured standard gauge Mikado model in 1948. By the end of 1960, most all of the railway companies had switched to diesel or electric locomotives, and the steam locomotives were headed to the scrap yard.
Although very few steam locomotives escaped being melted down after the introduction of diesel locomotives, there remains a Mikado L1 at the Railroad Museum of Pennsylvania waiting to be restored. It is PRR No. 520, and sits in the
PRR 520 Mikado L-1 at the Railroad Museum of Pennsylvania
open yard. Presently there is no time line for its restoration.
Pacific Class K-4
Another steam locomotive represented in the SMR collection is a Pacific Class K-4 which has a 4-6-2 wheel configuration. K-4s pulled the fastest and most prestigious passenger trains of the Pennsylvania Railroad. Some 425 of this type of steam engine were built between 1914 and 1928, built by PRR Altoona Works (350) and Baldwin Locomotive Works (75). PRR No. 3750 was built in 1920 at the Juniata Locomotive Shops in Altoona, PA and was in service until 1957 when steam operations were shut down in favor of diesel locomotives. The Juniata Shops continue locomotive manufacturing and repair today.
Another steam locomotive represented in the SMR collection is a Pacific Class K-4 which has a 4-6-2 wheel configuration. K-4s pulled the fastest and most prestigious passenger trains of the Pennsylvania Railroad. Some 425 of this type of steam engine were built between 1914 and 1928, built by PRR Altoona Works (350) and Baldwin Locomotive Works (75). PRR No. 3750 was built in 1920 at the Juniata Locomotive Shops in Altoona, PA and was in service until 1957 when steam operations were shut down in favor of diesel locomotives. The Juniata Shops continue locomotive manufacturing and repair today.
SMR Model of the PRR No. ???? Pacific K-4
There are only two remaining K-4s in existence. One is No. 3750 which can also be seen in the open yard at the Railroad Museum of Pennsylvania in Strasburg, PA and the other, No. 1361, which is currently being restored at Steamtown in Scranton, PA. Pacific K-4 locomotives No. 3750 and No. 1361 were designated “The Official Steam Locomotives of the Commonwealth of Pennsylvania” by the Pennsylvania State Legislature and Governor Robert Casey in 1987.
PRR No. 3750 Pacific K-4 at the Railroad Museum of Pennsylvania
Union Pacific Big Boy
The American Locomotive Company (ALCO) built 25 4-8-8-4 steam locomotives between 1941 and 1944 for the Union Pacific Railroad for hauling freight in the mountainous west of the United States (mainly Utah and Wyoming). These large locomotives weighed some 1.2 million pounds and had a draw-bar pull of 138,200 pound-feet at start-up. No wonder they were called “Big Boys”. These locomotives remained in operation until 1962 when diesel-electric locomotives became the economical alternative. Several of these locomotives are on static display in museums across the United States; one at Steamtown in Scranton, PA. Union Pacific restored No. 4014 to operational status and it has been seen by thousands of spectators in various locations. No. 4014 participated in the 150th Anniversary of the Golden Spike Ceremony commemorating the completion of the Trans-continental Railroad at Promontory Summit, Utah on May 10, 2019. See photo of UP No. 4014 below.
The American Locomotive Company (ALCO) built 25 4-8-8-4 steam locomotives between 1941 and 1944 for the Union Pacific Railroad for hauling freight in the mountainous west of the United States (mainly Utah and Wyoming). These large locomotives weighed some 1.2 million pounds and had a draw-bar pull of 138,200 pound-feet at start-up. No wonder they were called “Big Boys”. These locomotives remained in operation until 1962 when diesel-electric locomotives became the economical alternative. Several of these locomotives are on static display in museums across the United States; one at Steamtown in Scranton, PA. Union Pacific restored No. 4014 to operational status and it has been seen by thousands of spectators in various locations. No. 4014 participated in the 150th Anniversary of the Golden Spike Ceremony commemorating the completion of the Trans-continental Railroad at Promontory Summit, Utah on May 10, 2019. See photo of UP No. 4014 below.
Union Pacific Bib Boy No. 4014 in 2021
A model of locomotive No. 4014 may be seen on the Shannondell Model Railroad (see photograph below).
Union Pacific Bib Boy No. 4014 on the Sahnnondell Model Railroad
The Tender
Steam locomotives were fueled by wood, coal or oil. The choice depended on the availability of the fuel and its cost compared with alternatives. Of course, the locomotive had to be designed to burn a given type of fuel.
Locomotives were typically designed to operate with a tender, a car designed to carry fuel and water to supply the locomotive as needed. Many designs were used, but the basic idea was a box for wood or coal or a tank for oil and a separate tank for water. Tenders were either separate cars coupled to a locomotive or else integrated into the locomotive. Below is an example of a separate tender. Note that the Big Boy, shown above, has a tender semi-permanently coupled by a drawbar.
Steam locomotives were fueled by wood, coal or oil. The choice depended on the availability of the fuel and its cost compared with alternatives. Of course, the locomotive had to be designed to burn a given type of fuel.
Locomotives were typically designed to operate with a tender, a car designed to carry fuel and water to supply the locomotive as needed. Many designs were used, but the basic idea was a box for wood or coal or a tank for oil and a separate tank for water. Tenders were either separate cars coupled to a locomotive or else integrated into the locomotive. Below is an example of a separate tender. Note that the Big Boy, shown above, has a tender semi-permanently coupled by a drawbar.
PRR K-4 tender
Steam Locomotive Support Elements
Coal
Until recently, coal has been one of the most important and consistent products shipped by rail. In 2020 coal supplied about a quarter of the world's primary energy and over a third of its electricity. Long Pennsylvania Railroad coal trains were seen daily moving east from the bituminous coal fields of western Pennsylvania and the Midwest, with trains of empty hopper cars traveling west for their next loads.
Anthracite coal in the eastern part of Pennsylvania also provided significant traffic to both the Reading and Lehigh Valley Railroads.
The advent of diesel-electric locomotives and the more recent and serious concerns for the environment have diminished the business of coal hauling so it no longer has the significant role it once did, although the export market remains an important revenue source for railroads.
Not only was coal moved to ports for export and to domestic power plants, manufacturing facilities and cities (for commercial and home heating), it was also in great demand by the railroads themselves for steam locomotive fuel. Railroads employed coal towers or tipples to supply their locomotives with fuel (see photo below). On long-distance runs, trains would have to be re-supplied from such devices installed at strategic points along the line.
Coal
Until recently, coal has been one of the most important and consistent products shipped by rail. In 2020 coal supplied about a quarter of the world's primary energy and over a third of its electricity. Long Pennsylvania Railroad coal trains were seen daily moving east from the bituminous coal fields of western Pennsylvania and the Midwest, with trains of empty hopper cars traveling west for their next loads.
Anthracite coal in the eastern part of Pennsylvania also provided significant traffic to both the Reading and Lehigh Valley Railroads.
The advent of diesel-electric locomotives and the more recent and serious concerns for the environment have diminished the business of coal hauling so it no longer has the significant role it once did, although the export market remains an important revenue source for railroads.
Not only was coal moved to ports for export and to domestic power plants, manufacturing facilities and cities (for commercial and home heating), it was also in great demand by the railroads themselves for steam locomotive fuel. Railroads employed coal towers or tipples to supply their locomotives with fuel (see photo below). On long-distance runs, trains would have to be re-supplied from such devices installed at strategic points along the line.
A coal tower on the SMR with coal supply on the opposite side
Water
In the steam era (1804-1980), water for locomotives was a vital resource. Steam locomotives converted thousands of gallons of water to steam on every trip. Thus, it was necessary to provide water along the right of way, as well as at railyard servicing facilities (see photo below). Water tanks were common sights in remote areas and track pans that permitted water to be scooped up by moving trains were installed and used by some railroads. Wells and remote reservoirs were also owned by railroads to supply water to their steam engines.
In the steam era (1804-1980), water for locomotives was a vital resource. Steam locomotives converted thousands of gallons of water to steam on every trip. Thus, it was necessary to provide water along the right of way, as well as at railyard servicing facilities (see photo below). Water tanks were common sights in remote areas and track pans that permitted water to be scooped up by moving trains were installed and used by some railroads. Wells and remote reservoirs were also owned by railroads to supply water to their steam engines.
Water tower on the SMR for servicing steam locomotives
Turntable and Roundhouse
The combination of turntable and roundhouse made an effective servicing facility for steam locomotives. The turntable was needed to properly orient locomotives with respect to the direction their trains would be traveling. It also allowed many maintenance tracks to be located as spokes around the turntable. The roundhouse was located around the turntable to provide interior spaces for inspections, servicing, and repairs. Roundhouses varied in size from two or three stalls, to as many as fifty or more.
With the advent of diesel locomotives, turntables became unnecessary because diesel locomotives were bidirectional in operation and did not need to be turned (reversed). Roundhouses were eventually replaced by shops with tracks that run through the facility.
An example of a turntable/roundhouse facility may be found on the Shannondell Model Railroad, illustrated below.
Roundhouse and turntable on the SMR
The Doodlebug – a Gas-Electric Rail Car
Model of PRR No. 4644 Doodlebug
The “Doodlebug’ was the common name for a self-propelled railroad car. Such a coach typically had a gasoline-powered engine which provided electricity to traction motors on the vehicle which, in turn, drove the axles.
The Doodlebug was an early solution to a thorny problem. The railroads were legally required to provide passenger, mail, and express service, but on low-traffic branch lines, using a steam locomotive and regular heavy-weight equipment was a money-losing proposition. With the founding of the Electro-Motive Corporation in 1924, self-propelled cars were produced featuring a body based on standard passenger cars, an electric transmission derived from proven streetcar technology, and a relatively powerful gasoline engine.
Doodlebugs sometimes pulled an unpowered trailer car, but were more often used singly. The design was quite adaptable to carry passengers or mail freight as the service area required and these gas-electric cars became one of the main providers of branch-line service.
The Doodlebug was an early solution to a thorny problem. The railroads were legally required to provide passenger, mail, and express service, but on low-traffic branch lines, using a steam locomotive and regular heavy-weight equipment was a money-losing proposition. With the founding of the Electro-Motive Corporation in 1924, self-propelled cars were produced featuring a body based on standard passenger cars, an electric transmission derived from proven streetcar technology, and a relatively powerful gasoline engine.
Doodlebugs sometimes pulled an unpowered trailer car, but were more often used singly. The design was quite adaptable to carry passengers or mail freight as the service area required and these gas-electric cars became one of the main providers of branch-line service.
The real PRR No. 4644 photographed in Philipsburg, PA (date unknown)
Diesel Locomotives
Shannondell Model Railroad has several diesel-electric locomotives available for operation on the layout. By the mid- to late-1940s, steam-powered locomotives were quickly being replaced with diesel-electric locomotives, because these engines were considerably more efficient, much cleaner to operate and were much easier to operate and maintain.
Diesel-electric locomotives burn fuel to drive a diesel engine that drives an electric generator or alternator. The electricity produced (either DC or AC) drives electric motors that turn the axels and thus the wheels. Because electric motors can develop full torque at 0 RPMs, power to move a train is available instantly, rather than having to be built up over time. For more detail, see Education.
Shannondell Model Railroad has several diesel-electric locomotives available for operation on the layout. By the mid- to late-1940s, steam-powered locomotives were quickly being replaced with diesel-electric locomotives, because these engines were considerably more efficient, much cleaner to operate and were much easier to operate and maintain.
Diesel-electric locomotives burn fuel to drive a diesel engine that drives an electric generator or alternator. The electricity produced (either DC or AC) drives electric motors that turn the axels and thus the wheels. Because electric motors can develop full torque at 0 RPMs, power to move a train is available instantly, rather than having to be built up over time. For more detail, see Education.
EMD-E8
Although diesel-electric locomotives were first developed as early as 1900, it was the improvement of diesel engines, driven by World War II, that made them attractive for rail use. One of the workhorses that entered service around 1950 was the EMD-E8, built by General Motors' Electro-Motive Division (EMD, now Electro-Motive Diesel). The E8 was a 2,250-horsepower (1,678 kW) locomotive used for passenger service. A total of 450 E8A units, were built from August 1949 to January 1954. Shannondell Model Railroad has two E8s from the Pennsylvania Railroad (PRR). Engine No. 5713 is shown below. Need photo ...
Although diesel-electric locomotives were first developed as early as 1900, it was the improvement of diesel engines, driven by World War II, that made them attractive for rail use. One of the workhorses that entered service around 1950 was the EMD-E8, built by General Motors' Electro-Motive Division (EMD, now Electro-Motive Diesel). The E8 was a 2,250-horsepower (1,678 kW) locomotive used for passenger service. A total of 450 E8A units, were built from August 1949 to January 1954. Shannondell Model Railroad has two E8s from the Pennsylvania Railroad (PRR). Engine No. 5713 is shown below. Need photo ...
ALCO Century 628
Shannondell Model Railroad has two ALCO (American Locomotive Company) Century 628 diesel-electric locomotives in its roster, representing the Lehigh Valley Railroad (see later in this section). The ALCO Century 628 was a six-axle, 2,750 hp (2,051 kW) diesel-electric locomotive. A total of 186 of these locomotives were built during the years 1963-1968. The two models in the SMR roster are shown below.
Shannondell Model Railroad has two ALCO (American Locomotive Company) Century 628 diesel-electric locomotives in its roster, representing the Lehigh Valley Railroad (see later in this section). The ALCO Century 628 was a six-axle, 2,750 hp (2,051 kW) diesel-electric locomotive. A total of 186 of these locomotives were built during the years 1963-1968. The two models in the SMR roster are shown below.
Lehigh Valley Nos. 638 & 639
There are two full-scale engines remaining, located at the Yucatán Railway Museum (Museo de los Ferrocarriles de Yucatán). One is Ferrocarriles Nacionales de México No. 610 (formerly Delaware and Hudson No. 610) and Ferrocarriles Nacionales de México 606 (formerly Ferrocarril de Pacifico 606). The condition of these locomotives is not known.
Electric Locomotives
Electric locomotives differ from steam or diesel-electric locomotives in that the prime mover is electricity delivered to the locomotive either via electrical cables or a third rail.
Subway trains, for example, run almost exclusively on electrical power because of the need to keep the air in the underground sections of the railroad free of exhaust gases and soot.
Above-ground trains usually are not so restricted, but electrically-powered trains are less expensive to build, more efficient than any other power source, offer significant operating efficiencies, reduce maintenance costs (of both locomotives and rails) and are much quieter.
The disadvantage of electric locomotives is the high initial infrastructure cost. Electric lines must be installed, along with various operating and control elements. Also, in the United States, property taxes are higher if a rail line is electrified. As a consequence, most railroads are reluctant to move to electric motive power.
Electric locomotives differ from steam or diesel-electric locomotives in that the prime mover is electricity delivered to the locomotive either via electrical cables or a third rail.
Subway trains, for example, run almost exclusively on electrical power because of the need to keep the air in the underground sections of the railroad free of exhaust gases and soot.
Above-ground trains usually are not so restricted, but electrically-powered trains are less expensive to build, more efficient than any other power source, offer significant operating efficiencies, reduce maintenance costs (of both locomotives and rails) and are much quieter.
The disadvantage of electric locomotives is the high initial infrastructure cost. Electric lines must be installed, along with various operating and control elements. Also, in the United States, property taxes are higher if a rail line is electrified. As a consequence, most railroads are reluctant to move to electric motive power.
Pennsylvania Railroad GG1
The Shannondell Model Railroad has several PRR GG1 electric locomotives, although they do not fully model the real thing. A GG1 has pantographs mounted atop the locomotive that collect 11,000 volt, 25 Hz AC power from overhead catenary cables. SMR does not model this feature of the GG1.
General Electric and the PRR's Altoona Works built 139 GG1s between 1934 and 1943, with the first units entering service in 1935. A model GG1 No. 4905 is illustrated below.
The Shannondell Model Railroad has several PRR GG1 electric locomotives, although they do not fully model the real thing. A GG1 has pantographs mounted atop the locomotive that collect 11,000 volt, 25 Hz AC power from overhead catenary cables. SMR does not model this feature of the GG1.
General Electric and the PRR's Altoona Works built 139 GG1s between 1934 and 1943, with the first units entering service in 1935. A model GG1 No. 4905 is illustrated below.
A model PRR GG1 electric locomotive with both pantographs lowered, on the SMR
Acela
Amtrak's Acela (originally the Acela Express) is its flagship high-speed rail service between Washington, D.C. and Boston, MA. This is a 457-mile (735 km) route along which Acela trainsets can achieve speeds of 150 miles/hour on limited sections of the route. There are 13 intermediate stops, including Baltimore, MD, Philadelphia, PA and New York, NY.
Shannondell Model Railroad has one Acela trainset in its roster. This is trainset No. 2006, illustrated below. Photo to come.
Amtrak's Acela (originally the Acela Express) is its flagship high-speed rail service between Washington, D.C. and Boston, MA. This is a 457-mile (735 km) route along which Acela trainsets can achieve speeds of 150 miles/hour on limited sections of the route. There are 13 intermediate stops, including Baltimore, MD, Philadelphia, PA and New York, NY.
Shannondell Model Railroad has one Acela trainset in its roster. This is trainset No. 2006, illustrated below. Photo to come.
Caboose History
PRR No. 477947 Caboose assigned to the Pittsburgh Section of the Railroad
The use of cabooses started in the 1830’s when railroads housed trainmen in shanties built on boxcars or flatcars. The addition of the cupola – the lookout post atop the car – is attributed to a conductor who discovered in 1863 that he could see his train much better if he sat atop boxes and peered through a hole in the roof of his boxcar.
The caboose served several functions, one of which was as an office for the conductor. A printed ‘waybill’ followed every freight car from its origin to its destination. The conductor kept the paperwork in the caboose.
The caboose also carried a brakeman and a flagman. In the days before automatic air brakes, the engineer signaled the caboose with his whistle when he wanted to slow down or stop. The brakeman would then climb out and make his way forward, twisting the brakewheels atop the cars with a stout club. Another brakeman riding the engine would work his way toward the rear. Once the train was stopped, the flagman would descend from the caboose and walk back to a safe distance with lanterns, flags, and other warning devices to stop any approaching trains.
Once underway, the trainmen would sit up in the cupola and watch for smoke from overheated wheel journals (called hotboxes) or other signs of trouble.
It was common for a railroad to assign a caboose to a conductor for his exclusive use. Conductors took great pride in their cars, decorating the interiors with many homey touches including curtains and family photos. Since they could also cook meals in their cars, the caboose served as a home away from home.
However, beginning in the 1880’s, technology rapidly eliminated the need for brakemen with development of the automatic air brake system. Invented by George Westinghouse, the air brake system eliminated the need to manually set brakes. The air brake was soon followed by the use of electric track circuits to activate signals, providing protection for trains and eliminating the need for flagmen. Friction bearings were replaced by roller bearings, reducing overheated journals and making visual detection by smoke an unlikely event.
Trains also became longer, making it difficult for the conductor to see the entire train from the caboose, and freight cars became so high that they blocked the view from the traditional cupola. The increasing heaviness and speed of the trains made on-board cooking hazardous and unnecessary. New labor agreements reduced the hours of service required for train crews and eliminated the need for cabooses as lodging. Cabooses, when used at all, were drawn from ‘pools’ and no longer assigned to individual conductors.
Eventually, electronic ‘hotbox’ and dragging equipment detectors, which would check moving trains more efficiently and reliably than men in cabooses, were installed along main lines, and computers eliminated the conductors’ need to store and track paperwork.
Today, the ends of freight trains are monitored by remote radio devices called Flashing, Red, End-of-train Device or "FRED". The small units fit over the rear coupler of the last car and are connected into the train’s air brake line (see image below).
Flashing, Red, End-of-train Device (FRED)