“…The first successful steam enhttp://cs.trains.com/trccs/forums/p/72275/1745871.aspx#1745871gine on the encline was the MC Bright[0-8-0 type] built by Baldwin. 5 cylinders, 2 inclined 15.5"x20” to power eight 42" Driving wheels. 2 cylinders 17"x18" placed verticall over the boiler, midway between the firebox and the smokebox, the connecting rods worked by these cylinders joined with cranks on a shaft under the boiler, thgis shaft carried a single cog wheel which engaged another of about twice its diameter on a second shaft adjacent to it , and in the same plane. The cog wheel on this latter shaft worked in a rackrail placed in the center of the track. The fifth cylinder by means of a Rube Goldberg rrangement, raised and lowered the cog wheel that engaged the rackrail." This arrangement was used from 1848 to 1868.
The Reuben Wells was originally built as an 0-8-0, JM&I #645 was rebuilt as an 0-10-0, in 1910 another 0-8-0 was added to assist the Reuben Wells.
On Nov.9,1953 two EMD’s took over, #8588 and 8589, C-C type, weighted to 360,000# each.Equipped with railwashing devices, wheel slip controls and automatic sanding systems, and dynamic brakes, They were referred to as the “Cadilacs”. Train limit was 15 cars, gross weight 350 tons, exclusive of the engine weight…"
My curiosity was sparked by another thread in the “Steam &Preservation” section about how steam locomotives worked the more severe grades and managed their water levels to prevent catastrophic boiler failures. I had forgotten tha the ‘Madison Grade’ was originally worked with a cog equipped steam locomotive.
The Sacramento Northern had a 4.6% ruling grade between Rockridge and Temescal. Going up grade (eastbound) the locomotives were typically run in full series (the SN was electrified with 1300V catenary) to minimize peak load. Westbound trains stopped at Havens, a short distance from the west portal of the tunnel, for a mandatory brake check before descending the hill. “Brake check” meant checking the slack in the brake gear on each car. There were rules about allowed tonnage per operating air pump and the heaviest trains were on the order of 700 tons.
As far as modern “adhesion” railroads, in the U. S., go, Southern’s “Saluda”, in NC; a PRR (?) grade out of Sandusky (?), OH; and D&RGWs “Leadville or Monarch Branch” come to mind. I think they are all o/s today. Give me “The Water Level Route” any day!
Yes, that must have been a problem…At Saluda…starting down the grade with steam engines…I wonder how they did keep the crown sheets covered…? Standing there, looking down that grade, it’s difficult for me to understand how they might have done that.
I know they did run steamers face forward on the grade…Saw photos of it being done. Even one buried in ground / sand up around the cylinders after it was stopped plowing into the dirt at the end of one of the run away tracks.
North Carolina still has a lot of those “escape routes”, albiet on I-40, from Asheville to Hickory. They are around in other parts of the country, too. I have never seen the aftermath of a truck that had to take the escape ramp, but I’ll bet it isn’t pretty.
The PRR Madison Hill was the steepest adhesion at 5.8 %
Saluda Grade on the Southern Rwy was accepted by some at 4.8 and there is a difference of opinion on the grade; Southern listed in at the turn of the century (20th) at 5.0 % and other sources at less (linked here):
Saluda track was o/s’d 02/4/2003 by NS with track left in place, but rails cut at landrum,NC.
At one point there were 3 ‘escape’ tracks on the Saluda Grade.
Hays,
Mentioned the truck escape routes on I-40 in N.C. Do not forget the three on I-77 coming south from Fancy Gap summit (3,800Ft) in VA and NC. I-24 going east in Tn has a couple(Mont Eagle Mtn.) that get pretty regular use, as well.
While mentioning those grades I’d be remiss if I did not mention I-64’s 7% for 7 miles at Sandstone MTn. in West Va. with two truck escape ramps.