ON 19th August, 1863, the freighter “Herald of the Morning” slowly made its way through the Golden Gate, and docked at San Francisco after the long voyage “round the Horn” from New York.
With difficulty there was unloaded from the hold the first locomotive for the Central Pacific Railroad that ran east from San Francisco. It was christened “Governor Stanford”, in honour of the then Governor of California who, with C. P. Huntington, Charles Crocker and Mark Hopkins, was responsible for the daring project to build a railroad over the Sierra Nevada Mountains to the East. The first rails for the railroad also were unloaded from the ship.
The locomotive and rails were transferred to the schooner “Anna R. Forbes ” for shipment to Sacramento, arriving there on 7th October, 1863. The locomotive was almost lost in the river in unloading, but it was set up finally and its trial trip was held with great ceremony on 11th November. The “Governor Stanford” may be seen to-
The locomotive “c. P. Huntingdon”, or Central Pacific No. 3 (renumbered later Southern Pacific No. 1), was placed in service in 1864. It was 29½ ft in length, weighed 39,000 lb and could haul four cars weighing 22 tons each at 35 miles an hour up a grade of 26 ft to the mile. It is still in serviceable condition, but is now only used for exhibiting purposes. The illustration at the head of this page shows this noteworthy little locomotive alongside a modem “Mountain” engine of the type referred to later.
The early locomotives were highly picturesque in appearance. They had large diamond-
Details of one of the Southern Pacific 4-
Instead of merely having serial numbers as at present, the pioneers of the rails had names. Some of them were of historical significance and others indicated the emotions evoked in the minds of those who first beheld them. Thus names such as “Governor Stanford” and “T. D. Judah” were reminders of the men who built the railway; “Red Deer”, “Piute”, and “Grizzly” had Indian or Rocky Mountain associations; while “Jupiter” and “Colossus” were obviously considered enormous engines at the time of their construction.
Wood was the fuel for the first locomotives, familiarly known as “hayburners”. Large quantities of wood were piled along the tracks for use of passing trains and the firemen of those days had a real job. Even after the introduction of coal some of the monsters consumed so much fuel that with hand firing two firemen would find the work almost beyond them. The advent of the mechanical stoker now installed on some of the big locomotives has now made the fireman’s task much easier.
As the communities of the West grew in size and in business importance, better and more powerful locomotives necessary to enable heavier trains to be handled, the same time the size of cars was increased. Heavier rolling stock necessitated heavier rails, and the strength of the supporting roadbed also had to be increased.
One of the most interesting of the early locomotives built by the Central Pacific at the Sacramento shops was the 4-
Tourists were amazed at the size of “El Gubernador”. It was considered too big to be turned on a turntable, for fear it would tip over, and therefore it was kept on the main line, all trains taking sidings when meeting if so there would be no danger of its leaving the rails. Great difficulty was experienced in raising sufficient steam for the large cylinders, but in spite of this defect it did excellent work. A proposal was made to fit a larger boiler, but this did not materialise, and eventually the engine was sent to the scrap heap.
During 1886 and 1888 a number of 4-
A powerful and economical 4 -
Thirteen locomotives of the 2-
The demand continued for greater and greater service to supply the increasing transportation needs of the growing Western States. Western fruits and products generally were gaining more attention in the East and each year still greater quantities were handled. The West also needed larger supplies each year from eastern manufacturers. By 1894 thirty-
The passenger locomotives of the 4-
Freight engines of the 4-
The Southern Pacific locomotives built to meet the conditions of to-
The most powerful and economical non-
The most powerful locomotives in passenger service prior to the advent of the “Southern Pacific” type three-
The feats performed by some of the giants of the Southern Pacific Railway are truly remarkable. A new record for a regularly maintained locomotive run was established by the 4-
Modern Southern Pacific freight locomotive hauling 100 cars without banking engine up a gradient of the Sierra Nevada mountains.
A companion type to the 4-
All the latest type locomotives are equipped with auxiliary booster engines, superheaters, feed-
The booster is a separate two-
While constantly striving to develop the finest new locomotives, the Southern Pacific Railroad is not neglecting its old ones. Many passenger and freight locomotives that have been in service for some years are being “rejuvenated” by the addition of superheaters, feed-
A few words on the comfort provided for passengers on the transcontinental routes may prove of interest. On all these routes are splendidly equipped trains, which may aptly be described as “travelling hotels”, lighted by electricity, heated throughout or cooled as conditions require, and having spacious smoking and reading rooms. The provision of oil-
On account of the great distance from the chief markets of the country, the Pacific coast depends more for its prosperity upon good and adequate transportation than other sections. A vast, well-
The progress of any country, it has been well said, is indicated by the progress of its transportation service, and surely this is particularly true of the West and its pioneer railroad, the Southern Pacific.