"The Great West Illustrated" by A.J. Russell, 1869.

A.J. Russell's 1869 book with 50 large format photographs, The Great West Illustrated in a series of photographic views across the continent taken along the line of the Union Pacific Railroad west from Omaha, Nebraska was made available online yesterday courtesy of the New York Public Library.

Re: Wood to Coal Chronology

From: "Randall Hees" hees@ix.netcom.com

As best I can tell while the WP locos were used anywhere before 1869, once the line opened they were mostly returned to the Sacramento to Oakland run. News reports of the many accidents and other problems on the [Western Pacific Railroad] generally call out engine names, and there the WP engines show up frequently (as does the CP Huntington)

The generally accepted story is that 8 of the 10 WP locos were still in the crate when the CP took over the line. At the time the summit tunnel was delaying eastward progress, and at least one of the WP locos was sent in pieces over the hill to opereate on the disconnected track along the Truckee River.

Industry is the odd duck as it is renumbered 25 to replace a lost CP loco while the others get numbers in the 160's and 170's when folded into the CP

Randy Hees

Re: Wood to Coal Chronology

As Kyle points out, the location where locomotives were used was primarily a function of where the CP was directing their effort at any particular time. And, as Randy points out, the WP locomotives were needed on the CP building east.

In mid 1867 when the CP took final possession of the WP, the CP line reached only to Cisco from Sacramento, and they had only 19 locomotives. The 10 locomotives they acquired with the [Western Pacific Railroad] were of immediate use in construction and operation of the CP. One WP locomotive–"San Mateo"–was hauled in July 1867–in its unassembled kit form–from Cisco to Truckee in wagons to aid in tracklaying on that isolated stretch of 20 miles build from Truckee to the state line. Two other locomotives (never identified to my satisfaction, but I suspect "Huntington" and "Judah") were dragged assembled on sleds across the snow in the winter of 1867-68 to aid in the effort to extend track beyond the stateline in the spring. In May or June of 1868 the isolated track east of Truckee was connected with the rest of the CP, and any locomotive at their disposal was driven to where it was needed.

Meanwhile, and until Promontory was finally settled as the metting point with the UP, the WP was a mere side show. Work on construction south from Brighton began in October 1868, but that line was not opened even to the Cosumnes River until the following March. Then, after the completion of the transcontinental line, work–and locomotives–were shifted to the WP. It was in service to Stockton from Sacramento in August 1869, and connected through to the Bay in September.

In January 1869, when "Industry" is reported burning coal, the CP possessed roughly 100 locomotives, including the WP engines. "Industry" was doubtless one of the WP locomotives operating on the CP during the construction period of 1868-early 1869. Furthermore, during the last half of 1868–as the railhead was pushed farther and farther east, the company was dealing with the issue of fuel, as every stick of firewood burned east of Verdi had to be hauled to fueling stations out in the desert. No doubt the issues were discussed frequently, and the newspaper notes posted by Dale reflect the growing interest–no, lust–for coal.

Wendell

Re: Wood to Coal Chronology

From: kwyatt@parks.ca.gov

I believe CP assigned engines wherever they needed them - perhaps much like the SP and Cotton Belt diesel locomotives were assigned system-wide in the 1970s and later. WP engines were "in the pool", I suspect.

I note a typo in your summary - the Industry burned coal in January 1869 (not 68), per Dales news articles.

Kyle

Note my NEW address of kwyatt@parks.ca.gov

Kyle K. Wyatt
Curator of History & Technology
California State Railroad Museum

RE: coal

And, it sounds like the Industry may have been operating east of Donner at the time.

Kyle

Note my NEW address of kwyatt@parks.ca.gov

Kyle K. Wyatt
Curator of History & Technology
California State Railroad Museum

Question: 1852 Travel between Army Forts

From: Sjsidaho@aol.com

How did the Calvary/Army travel between Fort Columbus on Governors Island New York Harbor and St. Louis Missouri in 1852?  I have been told that most went by train....but than read it was cheaper and faster to send the Calvary (for the Indian Wars) by chartering space on US Naval Ships to Fort Lugo, Texas. If the foot soliders did their training at Jefferson Barrack in St. Louis wouldn't they have gone by train? 

Thank you 

S. Lee