Narrow-gauge Railway Research Articles

Oregon Voices: Oregon State Hospital during the 1960s: A Patient's Memories and Recent Interview of Her Doctor

OREGON VOICES Oregon State Hospital During the 1960s A Patient'sMemories and Recent Interviewofher Doctor byC.L. Brown with and interview ofJoseph H. Treleaven THE THREE-STORIED, SPIRED building stretched for a full block along Center Street in Salem, Oregon, just a few blocks from my childhood home. On weekend walks, my mother would sometimes take us past the seemingly endless structure,and,when I asked about it, she explained that crazy people lived in thebuilding and that the bars and screens over some of the narrow windows were there to keep themfrom gettingout. Little did I know that,by the time I turned sixteen, Iwould be a patient atOregon State Hospital (OSH). A 1952 brochure published by the hospital for visitors indicates that patients were not allowed onto the 180 acre campus without an escort.1 When I arrived at thehospital in 1965, however, the sidewalks crisscrossing the park-like expanse, landscaped to bloom in the spring and summer, bustled with patients, student nurses, and young internspassing each other on theirway to various destinations. Ground privileges were earned by patients. In return for devoting a few hours a day to an Industrial Therapy (IT) assignment, patients were rewarded with a "number 2 card," which allowed them to come and go from the buildings at will during certain hours. For a time, I was allowed the card as a result ofmy efforts in two separate assignments. In the first, I helpedfeed byhand thedisabledand wheelchair-bound patients on a geri atric ward. In the second, I donned a shower cap and cape, then soaped and rinsed patients who responded to me with vacant stares and pas sive cooperation. Other patients accepted IT assignments in themain kitchen, warehouses, landscaping 282 OHQ vol. 109, no. 2 ? 2008 Oregon Historical Society Views of thebeautifulgrounds of the Oregon StateHospital could be seenfrom the third floorwindows of theday room of Ward 81. crews, greenhouses, beauty or barber shop, and sewing room. In nice weather, Iwalked outside on the southeast corner of the cam pus and saw numerous greenhouses. I was told they provided starts for vegetables grown to feed patients and for theflowers that lined the walkways. Near the greenhouses, long-shuttered structureswith attached loading docks bordered the several acres of arable land between the hospital grounds and theOregon State Prison walls. I thought thebuildings looked like the remnants of a farm. I later learned that, at one time, the hospital ? a largely self-contained community when Iwas a patient there,having its own library,fire trucks,morgue, and religious services, for example ? had depended on patient workers to pro duce and harvest all of theagricultural products consumed at the institution. In 1893,thehospital actually produced enough to feed not only themselves but also the institutions for the deaf and for theblind.2 When Iwas a patient at thehospital, the fields appeared unused, although the tracks of a narrow gauge railway remained, leading from thefields and into the entrance of a tunnel. The sys tem ? still in use in 1965 ? allowed for the transportation of all kinds of goods to different sections of the hospital, even in bad weather. As a new patient, I had been escorted into the tunnel system to have my picture taken and toget tested for tuberculosis. Men pushing hot-food carts passed us, headed for the elevator that took them into the building above. Other Brown,Oregon StateHospital During the 1960s 283 I fS-^?rv. s h%v Patients couldwork on the Oregon StateHospital farm,pictured hereduring its operational days beforetheauthor arrived at thehospital. cartswere heaped with laundry,which I later learned was sent to the prison forprocessing. Once, another patient and Iducked into the tunnels towait out a sudden rainstorm. She asked me if Iwanted to see something.When I said yes, she tookme to an area where the tunnel opened up into an alcove beneath the oldest part of thehospital. She pointed to what appeared to be concrete benches, each embedded with an iron ring, and told me that patients had been chained to those rings long ago. In 1965, the hospital operated an outpatient department in addition to its inpatient services, and itwas through the outpatient portion of...

307 転動騒音に影響する在来線車輪の形状評価

307 転動騒音に影響する在来線車輪の形状評価

Skagway, Whitehorse and the White Pass and Yukon Route Railway

The White Pass and Yukon Route, a 177 km narrow gauge railway linking the Alaskan coastal port of Skagway with Whitehorse, capital of the Yukon Territory, ceased operations in October, 1982, a casualty of the economic recession of the early 1980s which brought about the collapse of the Territory's hardrock mining industry. The railway had been constructed by British interests between 1898 and 1900, that is, in the aftermath of the Klondike gold rush, and had been in continuous operation since that time. In this paper, the author traces the broad lines of the history of the railway and shows the various ways in which it influenced the development of Skagway and of Whitehorse, its ocean and inland termini respectively. The closing of the railway was a major blow to Skagway, where White Pass Transportation and its subsidiaries were the principal employers, and where over two-thirds of the railway's employees were located. The closing appears to have had a more limited impact on Whitehorse, a much larger community whose economy is now highly diversified.

The Birth of California Narrow Gauge: A Regional Study of the Technology of Thomas and Martin Carter (review)

Reviewed by: The Birth of California Narrow Gauge: A Regional Study of the Technology of Thomas and Martin Carter Carlos Schwantes (bio) The Birth of California Narrow Gauge: A Regional Study of the Technology of Thomas and Martin Carter. By Bruce MacGregor. Stanford, Calif: Stanford University Press, 2003. Pp. x+673. $79.95. One fascinating episode in the history of railroads is the battle of the gauges waged in Britain in the 1830s and 1840s, with the standard gauge of 4 feet 81/2 inches emerging victorious against Isambard Kingdom Brunel's massive 7-foot gauge. In the United States the quest for standardization took far longer and was much more complicated, especially in the South, where diverse gauges and lack of interchangeability between railroad cars proved a logistical nightmare for the Confederacy. But in the early 1870s, ironically, when standard-gauge tracks seemed likely to prevail over several different broad gauges in the United States, advocates of narrow-gauge common carriers sent the technological debate in a new direction. Narrow-gauge lines (most of those in the United States measured three feet between the rails) represented more than a passing fad. The technology had genuine appeal to railroaders seeking to extend lines through mountainous terrain in which standard-gauge track would be ruinously expensive or to construct low-cost connections, as Salinas Valley wheat farmers did when they extended a narrow-gauge line to tidewater at Monterey to undercut the Southern Pacific/Central Pacific rail monopoly. Another of Stanford University Press's substantial books—George Hilton's magisterial American Narrow-Gauge Railroads (1990)—exhaustively chronicles this technology. Perhaps for that reason, Bruce MacGregor says relatively little about the [End Page 208] gauge issue in general before plunging into his topic, a regional study of the construction and operation of narrow-gauge lines in California. The main focus is on the activities of the brothers Thomas and Martin Carter, who built several California narrow-gauge lines and supplied a substantial portion of their rolling stock. MacGregor argues that their situation was unusual in that California's physical isolation from major car builders, located primarily on the Atlantic Coast, gave local entrepreneurs a chance to prosper within the niche market for narrow-gauge technology. MacGregor's massive book seems to offer something for everyone, from railroad historians to model builders. In addition to the main text, it includes a wealth of illustrations—more than six hundred drawings and photographs—and sidebars on a wide variety of topics that strike MacGregor's fancy, everything from basic car anatomy to the making of a timetable. All of this information is nicely indexed. Yet, despite its wealth of detail, including a large number of historical maps, there are some surprisingly conspicuous omissions. Readers not familiar with California's geography and topography will yearn for at least one rail map of the entire state with the historical narrow-gauge lines properly located. The historical maps are a nice touch, but too often their details are not easy to read. Students of technology will find much of value in this book, especially MacGregor's description of the narrow-gauge railroad support structure, such as the Carter brothers' fabricating shop, or the practice of often sending cars to purchasers in kit form. However, I suspect that most purchasers of this book will use it mainly as a reference tool. Model builders and preservation-minded rail aficionados, for example, will find numerous detailed drawings of freight and passenger cars. The Birth of California Narrow Gauge is physically too big a book to take to bed for leisurely enjoyment. Nonetheless, it is truly a book as beautiful as it is comprehensive, and the author and publisher deserve praise for the impressive result of their collaboration. Carlos Schwantes Dr. Schwantes is St. Louis Mercantile Library Professor of Transportation and the West at the University of Missouri—St. Louis. Copyright © 2005 The Society for the History of Technology

AN ANALYSIS OF DEVELOPING LOGISTICS STRATEGY OF CONVENTIONAL RAILWAY COMPANY: A CASE STUDY OF TAIWAN RAILWAY ADMINISTRATION

Abstract: This study aims on analyzing important decision factor of freight transportation and logistic development strategy of conventional railway company in Taiwan (Taiwan Railway Administration, TRA), after the entry of High Speed Rail into intercity transportation market. Yet, such decision process needs to have some tangible and intangible variables being considered. Therefore, this study applies the method of Analysis Hierarchy Process by expert decision process to establish TRA’s logistics development strategy. The results of AHP analysis shows: financial planning is the most critical factor for TRA to develop logistic strategy. This study also finds the most appropriate alternative would be for TRA to continue to utilize current narrow-gauge railway system for the main freight transports between TRA’s stations. In addition, TRA could fully utilize central downtown location advantages of current stations to cooperate with private motor carriers for transportation from TRA’s station to final destination.

122 レールを伝搬する振動波に関する考察(交通機関の車外音と都市住環境との共生技術,騒音・振動改善技術)

For the conventional narrow-gauge railways in Japan, main noise source is wheel/rail noise. In order to reduce railway noise, it would be appropriate to make a better understanding of wheel/rail noise. In this paper, the purpose is to make clear vibration behaviors in rail-track systems. The rail-track system is idealized as an infinite beam periodically supported by spring/mass/spring system. The model is tuned through field tests and validated in terms of vertical rail accelerance and decay rate. Using the model, various physical phenomena of importance to rail vibration are shown. Finally, parametric study on railpad stiffness is performed, and the relationship between the railpad stiffness and rail vibration behavior is pointed out.

The birth of California narrow gauge: a regional study of the technology of Thomas and Martin Carter

This long-awaited study, the magnum opus of a leading railroad historian, describes the conception, construction, and early operation of the first narrow gauge railroads in northern California. It is lavishly illustrated by some 600 photographs and drawings, almost three-quarters of which have never before been published. The topic is approached through an unusual lens: the history of the relatively small but extraordinarily inventive contracting and engineering firm of the brothers Thomas and Martin Carter. The Carters were able to reduce the cost and complexity of light railroad construction to the point where local narrow gauge lines could initially compete with the state's notorious railroad monopolies. Pioneering a mobile manufacturing operation that could supply locally funded short lines with rolling stock (which traditionally came from East Coast manufacturers), the Carter Brothers began with a line to serve Salinas Valley wheat farmers, desperate to achieve an independent means for conveying their crops to the wharf in Monterey. The narrow gauge railroad that resulted was an act of political and economic defiance, but ultimately a hopeless assault on the Octopus-the Central Pacific and Southern Pacific Railroads. Rallying around the example set in Monterey, a narrow gauge movement in California flourished in the mid-1870s, with the rapid launching of five more companies-the North Pacific Coast, the Santa Cruz Railroad, the Santa Cruz & Felton, the Nevada County Narrow Gauge, and the South Pacific Coast-all of which drew on the Carter Brothers for manufacturing and engineering. Soon, Thomas and Martin Carter were not only selling railroad supplies and engineering to all six short lines, but had won management positions with the strongest, the South Pacific Coast. Until personal and financial disaster overtook them in 1880, the Carters were at the forefront of not just a new business, but a new technology.

Coping with Crises- Case

ABSTRACT As the number one tourist attraction in this remote mountain region, the historic Durango & Silverton Narrow Gauge Railroad had become an economic mainstay. Now, in the midst of a dismal tourism season brought about by a weak national economy and international turmoil, management of this operation faced a crisis. A roaring wildfire was consuming thousands of acres of pristine forests, and tourism activities and expenditures were evaporating as the fire and smoke spread. Chief Executive Officer Allen Harper found himself caught between a rock and a hard place as the fire danger increased. Continuing to run the coal-fired trains in the isolated tinder dry mountains could cause additional fires, and firefighting resources were already stretched. Yet business owners who feared lost revenues if the train were idled urged management to keep the trains running. He knew he had to make a decision and announce it soon.

Lake Michigan Passenger Steamers. By George W. Hilton. Stanford, CA: Stanford University Press, 2002. Pp. xii, 364, $75.00.

The author, a retired UCLA economist, has written a number of highly specialized transportation studies. In his Lake Michigan Passenger Steamers much as in his Great Lakes Car Ferries and American Narrow Gauge Railroads, George W. Hinton acknowledges that “the principle purpose is to provide antiquarian scholarship” (p. xi). Here we learn about the wooden and steel, sailing and steam ships that operated on Lake Michigan from the early nineteenth century until well into the twentieth century. Although some attention is devoted to the interlake trade, the passenger lines that draw most of the author's attention are those that served Lake Michigan points exclusively.

Development of Traction Motors for a Gauge Change Train

A description is given of the traction motors developed for q prototype gauge change train being developed for use on Japanese standard- and narrow-gauge railroads. One type is the direct drive motor, which is a permanent magnet synchronous motor used for the type A bogie. The other type is a cardan drive asynchronous motor used for the type B bogie. This paper reports on the different motors' components and how they performed after high-speed endurance tests of the change gauge train. The type A bogie's motor uses a rare earth magnet. Both motors performed well, and neither suffered damage after the high-speed and endurance tests. Direct drive motors were chosen because they have a number of advantages, including low rotational speed and thus low motor noise and low maintenance needs because of fewer moving parts. But they are larger and heavier. However, thanks to advances in rare earth magnets, that motor was able to be made smaller and lighter. Tables include specifications of the direct drive motor, test results, specifications of the cardan drive motor and its test results.

Rebuilding the Welsh Highland Railway

North Wales has been famous as the centre of narrow gauge railways, and the most famous of those lines was the Ffestiniog Railway (FR). The FR was involved in another, lesser known, line, originally called the North Wales Narrow Gauge Railways, which was later extended to join the Ffestiniog line at Porthmadog, when it was renamed the Welsh Highland Railway (WHR). The WHR, opened in 1923, was not a success, and closed after only thirteen years. Fifty years later the FR set out to rebuild the line, this time with adequate capital, and extend it to Caernarfon, its natural destination. The paper looks at the history of the line, at the engineering challenges that arise from restoring a railway that was originally built to a very low budget, and that lay derelict for over sixty years, and how those challenges are being overcome.

Rebuilding the Welsh Highland Railway

North Wales has been famous as the centre of narrow gauge railways, and the most famous of those lines was the Ffestiniog Railway (FR). The FR was involved in another, lesser known, line, originally called the North Wales Narrow Gauge Railways, which was later extended to join the Ffestiniog line at Porthmadog, when it was renamed the Welsh Highland Railway (WHR). The WHR, opened in 1923, was not a success, and closed after only thirteen years. Fifty years later the FR set out to rebuild the line, this time with adequate capital, and extend it to Caernarfon, its natural destination. The paper looks at the history of the line, at the engineering challenges that arise from restoring a railway that was originally built to a very low budget, and that lay derelict for over sixty years, and how those challenges are being overcome.

Simulation And Analysis Of Current DistributionOn DC Electric Multiple-units With Bus Line

DC electric multiple-units are mainly operated on DC 1,500V narrow-gauge railways in Japan. Most of these cars have a high-voltage bus line to reduce damage and wear of pantographs and contact wires by decreasing arcs in between. Among various problems experienced with high-voltage bus lines up to now, we investigated the phenomenon of excessive current. To attain preventive measures against this problem, we have developed a simulation program to analyze the current distribution on DC electric multiple-units. By using this program, we analyze a case of actual installation and make clear the influence of parameters, propose an idea to decrease excessive current that flows in the bus line. 1 Model of calculation and solution 1.1 Model of calculation With the calculation model we made, we calculated the current that flows in the bus line at each moment by sliding the circuit of vehicle. We have developed a simulation program by using this model. This program can calculate the currents in sections with and without insulated overlaps. Figure 1 shows the equivalent circuit for current analysis. The vehicle runs from the section of resistance RB to the that of resistance Rig with the No 3 pantograph at the front . Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 460 Computers in Railways 1.2 Solution of equivalent circuit We assigned the currents in each mesh of equivalent circuit (Figure 1) and derived the following equations by using Kirchhoff s law. Values of ii~in can be obtained by solving these equations of 17 unknowns. In this program, actual solutions were obtained by using the triangular factorization method. The values of voltage required are obtained by the increase in the voltage from the basis based on the values of current obtained. EL =ii{Ri+Ri2-(Ra+Rb+Rc)+Rpl+RGl+RRL}-i2{Rl2-(Ra+Rb+Rc)} -iiiRpi-inRGi-iieRGi (1) 0 =iz(R2+Rl2)-ii (Rl2-(Ra+Rb+Rc)Hll(Ra+Rb)-il2 Re (2) 0 =l3(R3+Rl3)-il2Rd-i]o(Rl3-Rd ) (3) 0 =J4(R4+Rl4)-ilO Rl4 (4) 0=i5(R5+Ri5)-iioRi5 (5) 0 =l6(R6+Rl6)-iio Rl6 (6) (7) (8) 0=i9(R9+Ri9)-iioRi9 (9) -ER =iio(Ri3Rd+ RM+ RIS+ Ri6+ Rn+ Ris+ Ri9+ Rio+ Ri +Rp3 + Ro3)-il2 RP3-117 RG3+115 Ri (10) 0 =in(Ra+ Rb+ RPI+ RP2+ RsiHi Rpri2(Ra+Rb)-ii2 Rp2-ii6 RBI (1 1) 0 =in(Rc+ Rd+ Rp2+ Rp3+RB2)-in Rp2-i2 Rc-in RB2-i3Rd -iioRps (12) 0 =ii3(RGi+ RMI+ R«)-iiRGi+ii6 Roi+ii6 Re (13) 0 =il4(RG2+ RM2+ Rg)-il6 RG2+il7RG2+il7 Rg (14) 0 =115(RG3+ RM3+ Ri)-ll7 RG3-11Q Rc3 (15) 0 =ii6(Rfii+ RGI+ RG2+ Re+ RfHi Roi+ii3 Re-in RBI -in Rc2+ii3 RGI-IH Rc2 (16) 0 =ii7(RB2+ RG2+ RG3+ Rg + Rh)~il6 RG2'il2 Rfi2 (17) 1 .3 Samples of input data We show the samples of values in the section with an insulated overlap between the substation A and substation B on the line C. Ri =0.137 [Q]R2 =0.028 [0]Rs =0.025[Q]R4 =0.010[Q] Rs =0.012 [Q]R6 =0.2204 [Q]R7=0.006[Q]Rg =0.004[0] Rg -0.004 [Q] Rio =0.083 [Q] Ri2=0.034[Q] Rn=0.028[Q] Ri4=0.020[Q] Ris=0.022[Q] Ri6=0.015[Q] Rn=0.024[Q] Ri8=0.015[Q]Ri9=0.015[Q] RMi=1.875[Q]RM2=2.142[Q] RM3=1.875[Q]Roi =100.0 [Q] RG2=100.0[Q] RG3=100[Q] Rpi=0.001 [Q]Rp2 =0.001 [Q] Rp3=0.001[Q] RBi=0.0132[Q] RB2=0.0203[Q]Re~Ri=0.0[Q] EL=1500[V] ER =1500[V] Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509

Evolución del comercio exterior del vino del campo de Cariñena

En este artículo se exponen las vicisitudes por las que ha atravesado el vino de Cariñena para su comercialización desde el siglo pasado. Comienza con el éxito y los altos precios del vino conseguidos por la demanda francesa, tras la invasión filoxérica del país vecino, favorecidos también por la inauguración del ferrocarril de vía estrecha Zaragoza-Cariñena y seguidos de la crisis de superproducción y consiguiente descenso de los precios tras finalizar el Tratado de Comercio con Francia. Luego se explica la lenta recuperación a lo largo de este siglo, se facilitan las cantidades exportadas en el último cuarto del mismo, para analizar de forma más exhaustiva la situación del mercado exterior en la actualidad, donde el comercio europeo ha vuelto a ser el más importante y de modo especial el de la Unión Europea.In this article the different mishaps that the Cariñena wine has undergone to be commercialized since the last century are shown. The study begins with the success and the high price of the wine, due to the French demand, after the phylloxera invasión in the neighbouring country, also favoured by the opening of the narrow-gauge railway Zaragoza-Cariñena, and followed by the superproduction crises and the subsequent fall of the prices after the end of the Commercial Treaty with France. Afterwards, we explain the slow recovery along this century, giving the exported quantities in the last quarter of the century, and then analyzing more thoroughiy the situation of the foreign market nowadays, since the European trade has regained importance, specially the one in the European Union.

Book Review: American Narrow Gauge Railroads

Book Review: American Narrow Gauge Railroads

Some Narrow Gauge Railways of the West of Ireland

Abstract For the 160 years of their existence, the railways of Ireland have contributed significantly to the social and economic development of the country. The first railway ran from Dublin to Kingstown (near Dunlaoire) and was an undeniable catalyst in the creation of a great conurbation which its modern successor has copperfastened. The present-day system is the Dublin Area Rapid Transport, commonly referred to as The Dart. It has developed a single community by uniting several rural districts north and south of Dublin city. Common to this Dublin-Kingstown line and to all the railway lines which have followed to the present day is public funding, substantially if not entirely. Although now established as an essential social service, politicians continue to query the cost to the taxpayer and sharp restraints are constantly being imposed in an effort to contain escalating costs. This talk concerns railways which became lifelines to communities which were isolated in the west of Ireland, particularly coas...

American Narrow Gauge Railroads by George W. Hilton

TECHNOLOGY AND CULTURE Book Reviews 817 France that the Russian tsar Alexander I turned, at the beginning of the 19th century, for assistance in the improvement of communica­ tions. Considerable development and research were carried out by the French engineers at St. Petersburg, with P.-D. Bazaine and A. de Bet­ ancourt y Molina at the forefront. Szostak refers to French admiration for British roads, citing Charles Dupin, who went to England after the end of the Napoleonic Wars. There are much earlier examples, however. In 1785, the French en­ gineer P.-C. Lesage commented on the efficient turnpike system he saw during his visit, and he observed, significantly, that even the king was obliged to pay. Indeed, he attributed much ofBritain’s greatness to the political system and trade barriers favoring British products. Szostak is in agreement with modern writers who recognize the primary im­ portance ofinternal markets, and he maintains that internationaltrade leaves better records for the historian. Yes, internal developments come first, but Britain’s maritime superiority facilitated expansion. Northern France was lacking in harbors; he might have pointed out that Cherbourg was destroyed by the English in 1758! Szostak makes useful comparisons and provides surveys of French and English industry but does not discuss the political issues of 1789 on and their repercussions on production, as governments supported efforts to borrow British technology. This could have been expanded with an account of the long history of industrial espionage by private individuals and even Ponts et chaussées engineers. Certain omissions could be rectified; there are irritations like the reference to the Tours ofArthur Young, which does not appear in the bibliography. However, the work is useful and well researched, with a fairly thorough review ofthe literature. Traditional arguments, like the superiority ofEnglish coal, are refuted, but what is missing is depth of political analysis. Margaret Bradley Dr. Bradley lectures in the Department of Languages, Politics, and History at Coventry Polytechnic. Her publications include “Franco-Russian Engineering Links: The Careers of Lamé and Clapeyron, 1820-1830,” Annals of Science, vol. 38 (1981), “Civil Engineering and Social Change: The Early History of the Paris École des ponts et chaussées,” History of Education, vol. 14 (1985), (with Fernand Perrin) “Charles Dupin’s Study Visits to the British Isles, 1816—1824,” Technology and Culture, vol. 32 (1991), and “Engineers as Military Spies? French Engineers Come to Britain, 1780— 1790,” Annals of Science, vol. 49 (1992). American Narrow Gauge Railroads. By George W. Hilton. Stanford, Calif.: Stanford University Press, 1990. Pp. xiii + 580; illustrations, maps, tables, notes, index. $60.00. George Hilton, professor of economics at the University of Cali­ fornia, Los Angeles, has written a definitive study of American narrow gauge railroads from the days of the initial “narrow gauge 818 Book Reviews TECHNOLOGY AND CULTURE movement” in the 1860s and 1870s to the present. Railroad historians will find the format of Hilton’s work familiar since it follows the pattern set in an earlier volume, The Electric Interurban Railways in America (1960), coauthored with John Due. Hilton’s latest book has two parts. The first is a general history of narrow gauge railways, with chapters dealing with the economics of the technology, rolling stock, locomotives, and physical plant. The second part contains a brief history of each American narrow gauge common carrier. Hilton’s work excludes purely industrial lines. The narrow gauge movement had its origins in Great Britain during the mid-19th century. One of the initial lines, the Festiniog, was a Welsh railway built to serve quarries. An early British narrow gauge proponent was Robert F. Fairlie, who designed an unusual double-end locomotive that he claimed provided economical and reliable freight transport. The 1860s were a propitious time for narrow gauge railway lines, not in Great Britain, which was standard­ izing on the 4-foot, 81/2-inch gauge, but in the British Empire. Australia, New Zealand, South Africa, and India were in the first flush of railway development. These countries, short of capital, needed the cheapest possible railway infrastructure, and therefore it is not surprising that large narrow gauge systems arose in places such as Queensland, South Australia, Western Australia, New Zealand, South Africa...

American Narrow Gauge Railroads

American Narrow Gauge Railroads

American Narrow Gauge Railroads

Journal Article American Narrow Gauge Railroads Get access American Narrow Gauge Railroads. By Hilton George W.. (Stanford: Stanford University Press, 1990. xiii + 580 pp. Illustrations, maps, tables, index. $60.00.) Theodore Kornweibel, Jr. Theodore Kornweibel, Jr. San Diego State University Search for other works by this author on: Oxford Academic Google Scholar Western Historical Quarterly, Volume 23, Issue 2, May 1992, Pages 259–260, https://doi.org/10.2307/970479 Published: 01 May 1992

AN ACTIVE PNEUMATIC TILTING SYSTEM FOR RAILWAY CARS

SUMMARY The demand for high-speed railway cars has recently been increasing in order to shorten travel time. The narrow gauge railway lines in Japan have so many short-radius curves due to their passage through mountainous areas, and trains running at higher than specified speeds suffer from such problems as unbalanced centrifugal acceleration, which spoils ride quality and affects safety. Series 381 electric railway cars with a roller-type passive-pendulum system, which were designed to solve these problems, reduce stationary lateral acceleration, but do not provide satisfactory ride quality at the entrance to and exit from curves. Because of this problem, these passive-pendulum cars do not satisfy the recent demand for high-speed railway cars. In order to meet the need for high-speed railway cars that also provide satisfactory ride quality, an active pneumatic tilting system that is microcomputer controlled, has been developed and put into service. In field tests, this system was installed on Series 381...