I am also finding out the same thing in my Saluda Mountain (NC) research.
Apparently the Interstate was very late switching to steel wheels which
caused the Southern a big headache if their cars were in the descending
train. SR actually started limiting the IRR cars to no more than 8 per
train. Saluda was the main route for coal from Appalachia to the port of
On Tue, May 15, 2012 at 4:32 PM, Tom Vanwormer <robsmom@...> wrote:
Regular occurrence on the Colorado Midland with its steep descents from
Hagerman Pass, later from Ivanhoe in both east and west directions and
eastbound out of Cascade down the 4% grade into Manitou. The ETT had
major sections on the inspections to be performed, the documentation of
those inspections and the operation of the Safety Switch a quarter of a
mile downgrade (east) of Cascade. We have found lots of period
newspaper stories of the problems with wheel and axle failures.
O Fenton Wells wrote:
Thanks Tom. Did the cast iron and wroght iron overheat when decending awrote:
On Tue, May 15, 2012 at 12:22 PM, Tom Vanwormer <robsmom@...>
<>Mostly cast iron, some were wrought iron. Some of the eastern roads
started to switch to steel.
Gentlemen, does anyone know what metal was used in fright car wheels
around the turn of the 20'th centruy? I'm talking about the year 1900.
I am interested because of the heat characteristics that the metal
would have had as the trains decended a steep grade. I understand the
early wheels heated up rapidly causing a safety hazard on early cars
on steep grades as a train decended. Also when were air brakes
required to be on all freight cars?
Any help is appreciated.
3047 Creek Run
Sanford NC 27332