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|My Present Past
|A genealogical experience
|Chicago Burlington & Quincy Railroad
Chicago Burlington & Quincy Daily Time
Report. This report was to be filled out by
each employee on a daily basis. It was
required by anyone who through the use of
the telephone or telegraph dispatched,
reported, transmitted, received or
delivered any movements pertaining to or
affecting train movements in the system.
This affected telephone and telegraph
operators, switchmen, switch tenders,
dispatchers and signalmen.
|1947-48 Wabash local #2075, ALCO-Rogers, 2-6-2, westbound through Birmingham, Missouri. This locomotive
was a Locobase #6933, Class G1 with 64"" drivers according to Railroad Age Gazette on July 17, 1908. The
magazine reported that these locomotives were fast freight Prairies virtually identical to those in service on
the C. B. & Q. Unlike the first 60, Locobase #6932, these had 64" drivers, which meant they weren't intended
for some of the higher-end freight traffic served by the 70" engines. Like those locomotives, this batch was
superheated later on. Not long after the G-1's went into service, railroads became convinced of the value of
superheating. In the Wabash's case, they leaped at the chance to apply it to their 2-6-2s. By January 1917 three
had already been made over. By the late 1920s, 37 of the original 60 had been redone. The last batch of 30
supplied by Alco in 1907, which had 64" drivers, were also superheated. There were some of these 2-6-2's that
were reformatted to a 4-6-2 "Pacific Type" configuration but I am unable to find out if this specific engine was
done. However my dad does not remember Wabash running a 2-6-2 through Birmingham, only a 4-6-2.
|December 31, 1946 Order of Railroad Telegraphers
|December 31, 1947 Order of Railroad Telegraphers
|A meeting of telegraphers representing the major
U.S. railroads met in Cedar Rapids, Iowa, on June 9, 1886.
Organized by Ambrose D. Thurston (1852–1913), publisher
of the trade journal Railroad Telegrapher, in Vinton, Iowa,
the group formed the Order of Railway Telegraphers of
North America, with membership limited to telegraphers
who were or who had been employed in railroad service. The
Order of Railway Telegraphers was initially intended to be
more of a fraternal organization than a trade union; it was
ideologically closer to the conservative railroad unions than
the more militant commercial telegraphers. Initially, its
constitution forbade members to strike except in
|extreme conditions. By March 1887, the union had attracted 2250 members; the number of members grew to
9000 by March 1889. In the early 1890s, members began to demand that the union take a more assertive role in
negotiating wages and working conditions with the railroads. In 1891, the constitution was changed to explicitly
make the O.R.T. a "protective" organization, with the right to call strikes if negotiations with the railroads were
unsuccessful, subsequently the name was changed to "Order of Railroad Telegraphers."
Image above left: 1895 printing of the Order of Railroad Telegraphers of North America. The tenth annual
session of the Grand Division was held at St. Louis, Missouri on May 20, 1895.
From the collection of Edward J. Engel
|To test the 4-8-4 wheel arrangement (Northern type) on its railroad, the Chicago, Rock Island & Pacific bought
one Class R-67a 4-8-4 (#5000) from the American Locomotive Company (Alco-Schenectady) in 1929. The
locomotive performed so well that the Rock Island bought 24 more (Class R-67b) before the year ended (road
numbers 5001 through 5024). In 1930, 40 more (road numbers 5025 through 5064) were purchased from
ALCO. These 65 locomotives had 69" drivers, 26 x 32 cylinders, boiler pressure of 250 psi, weighed about
437,000 lbs. and had a tractive effort of 66,620 pounds. Although designed for freight trains they were also
used in passenger service and some were rebuilt with 73" drivers to provide more speed when used on
passenger trains. In 1944, Rock Island took delivery of ten more Northern’s (road numbers 5100 through 5109)
and in 1946, ten more (road numbers 5110 through 5119). All twenty of these Class R67-b Northern’s came from
ALCO. The first ten were oil burners and the last ten were delivered as coal burners. These 20 locomotives had
74" drivers, 26 x 32 cylinders, a boiler pressure of 270 psi, a weight of 474,500 lbs. and a tractive effort of
67,088 pounds. The Chicago Rock Island & Pacific had the largest fleet (85) of these locomotives in the United
States and was second to the Canadian National Railroad in North America and third to the USSR in the world.
Schenectady delivered the first two batches in 1929, the third in 1930. Works numbers were 67670 in
February 1929, 68003-68004 in July, 68005-68020 in August, 68021-68023 in September, 68024-68026 in
October, 68288-68291 in March 1930, 68292-68326 in April, 68327 in May. Firebox had 150 sq ft (13.9 sq m)
of thermic syphons, Coffin feedwater heaters, and Chambers front end throttle. All of the class received 74"
drivers by 1944, which led to their class ID changing to R-67. The 1952 diagrams indicate that locomotives
fitted with an auxiliary booster engine on the trailing truck were designated R-67-B, those without were simply
R-67. According to Drury (1993), this design's size and weight limited their operation to the Chicago-Des
Moines corridor, the Chicago-Dalhart, Texas line, and the segment between Herington, Kansas and El Reno,
Oklahoma Later bridge-strengthening allowed these heavyweights to pull freight and passenger trains to
Denver, Fort Worth, Tucumcari, and Minneapolis. Ten of these large Northern’s (the largest on a North
American road) received a bigger tender, roller bearings, and thicker driver wheels.
No Rock Island Northern’s were saved.
Pictured above is the first prototype, #5000 receiving his train orders at Birmingham in 1948.