Union Pacific Railroad Research Articles

Winter Temperatures of a Mid-Latitude Desert Mountain Range

INFORMATION regarding the precise climatic conditions that exist in mountainous desert areas is meager. Major transportation routes normally pass from basin to basin, and in a few desert basins meteorological records have been kept for a long time. But desert mountains are singularly uninhabited; any occupance is likely to be only the ephemeral stay of the miner or the migratory wandering of the herdsman, neither of which is conducive to the keeping of weather records. Several years ago the writer undertook a study of the detailed distribution of climatic features within a representative area of the southwestern deserts of the United States.' In the course of that study simultaneous coordinated observations of temperature were obtained at contrasting locations in and about a typical mountain range, and the present paper makes use of these observations in an endeavor to present an over-all picture of the winter thermal conditions.2 The area investigated lies in the eastern part of the Mojave Desert. It is in San Bernardino County, California, northwest of Essex and north of Amboy, desert stations on the Atchison, Topeka and Santa Fe Railway and U. S. Highway 66, and east of Kelso, a division point on the Union Pacific Railroad (Fig. 1). Physiographically, it lies in the Basin and Range province

The Union Pacific Railroad: A Case in Premature Enterprise

The Union Pacific Railroad: A Case in Premature Enterprise

Wire line and carrier communications on the union pacific railroad

Communications in the area presently served by the Union Pacific Railroad Company preceded the Railroad by several years. The telegraph line of the Overland Telegraph Company, starting at Omaha, Nebraska, and extending westward through Salt Lake City, Utah, to San Francisco, California, was constructed in the years 1860 and 1861; while the construction of the Railroad did not start until 1864.

Wire-line and carrier communications on the Union Pacific railroad

The history and development of the wire-communications plant of this railroad, including teleprinter, telephone, data, and specialized facilities, are presented.

Railroad

Abstract Progress during 1957 on the coal-burning gas-turbine power plant being perfected by the Locomotive Development Committee of Bituminous Coal Research, Inc., is reported. Operating experience with the Union Pacific Railroad’s 4500-hp General Electric gas-turbine-electric units, and the characteristics of the 8500-hp units on order from General Electric are given. The U. S. Army’s 30-ton unit, Electro-Motive Division’s free-piston engine, several British Railways developments, Soviet designs, Swiss, Czechoslovakian, Swedish, and French progress are reported.

Epic of the Overland: An Account of the Building of the Central and Union Pacific Railroad

Epic of the Overland: An Account of the Building of the Central and Union Pacific Railroad

Some Wyoming Speech Patterns

HANS KURATH'S Word Geography of the Eastern United States2 presents in i graphic form a model for speech analysis. Speech patterns are neatly bounded, and heavy black lines mark with confidence the New England, the Pennsylvania, and the Southern speech areas, or indicate more local pockets of idiom. It is unlikely that such clearly marked isoglosses would appear as often on dialect maps of the Western states. Population is mobile and more recent, and often of mixed origin. Hence, conclusions must be more tentative than in the older parts of our country. Since no study has yet been made of Wyoming, I venture here a few preliminary observations based largely on population statistics and on questionnaires answered by some two hundred Wyoming-born students at the State University. The questionnaire, based on a form used at the University of Michigan and the University of Colorado, deals only with word distributions, not with pronunciations. Furthermore, it appears now that this questionnaire needs revision for the Western states, since it makes no provision for, say, the Spanish infiltrations into New Mexico and Texas, or regional cowboy terms in Wyoming and Montana. My paper has thus only a preliminary or introductory value. Wyoming until I890o presented the smallest population figures of any territory or state in the Union, and even now, though sixth in area among the states exceeds only Nevada in population. In 1870, Wyoming territory had five counties, running in parallel lines from south to north, from Colorado to Montana. The total population was but 9,118 persons, of whom, except for the few at Fort Laramie and South Pass, none was north of the recently completed Union Pacific railroad line. Located chiefly at Cheyenne and Laramie, this population was fully one-third foreign born, as compared with a national average of slightly over 13 percent, and more than one half was of foreign parentage.3 Twenty-one percent of the total population was from the British

Horne Bros. Unit Discovery, Medicine Bow Area, Carbon County, Wyoming: ABSTRACT

The Horne Brothers discovery well is located 3½ miles northeast of the Big Medicine Bow field, and 45 miles northwest of the town of Laramie. Surface reconnaissance originally led British-American to acquire acreage on this prospect in 1944. A seismic survey was conducted during the summers of 1948 and 1950. A unit area consisting of 2,280 acres was approved October 11, 1951, by the Department of Interior with British-American holding 78% as operator and Union Pacific Railroad holding 22% in all formations through the Sundance. Structurally, on the surface this is a southwest plunging nose with some indication of cross-faulting. The subsurface structure is little different, the nosing and faulting being confirmed. The fault is believed to be a comparatively low angle thrust, upthrown on the southwest. The discovery, located in the NW, SW, NW, Sec. 16, T. 21 N., 78 W., commenced drilling September 11 in the Mesaverde formation, and completed November 10, 1951, at the total depth of 6,656 in Chugwater. The producing formation is the basal sands of the Morrison, encountered at 5,179 feet. Two sand bodies, 6,179-6,199 and 6,225-6,230, indicate approximately twenty-two feet of effective sand. The well was put on production December 15, 1951, flowing initially 50 barrels of 35 gravity oil per hour through open casing. End_of_Article - Last_Page 967------------

Notes on the Measurement of Cylinder Power of High-Speed Steam Passenger Locomotives—Apparatus and Methods

Abstract The common practice of determining the indicated horsepower of steam locomotives by the use of mechanical indicators driven by a reducing motion attached to the crosshead has limitations for high-speed locomotives. A survey of engineering literature shows that mechanical, optical, and electrical indicators have been developed and are in use primarily for high-speed internal-combustion-engine testing, but it is doubtful if any of these types would be adaptable to locomotive road testing with the exception of the electrical. Due to the limitations of mechanical indicators, the research and mechanical-standards department of the Union Pacific Railroad Company for the last 2 years has used the heat-drop method for the measurement of indicated horsepower.

Electrical equipment of the Union Pacific steam-electric locomotive

THE development of the steam-electric locomotive for the Union Pacific Railroad represents the culmination of more than two years of co-operative design and research by scientists, engineers, and officials of the railroad and of the various manufacturers of equipment for this outstanding example of modern motive power. It is the intention of the authors to deal primarily with the electrical details but a comprehensive picture of the general features of this recent development is included.

Union pacific's new steam-electric locomotive

The need for faster railroad schedules has necessitated the development of new motive-power units capable of sustained high-speed operation. Newest entrant in that realm is the steam-electric locomotive recently placed in operation by the Union Pacific Railroad.

Water in the Laramie Region of Wyoming

I N Laramie, Wyoming, both wind and water are important, the one, for its abundance, the other, for its scarcity. Up on the mountains not far distant, wind-swept spruces take fantastic forms (Figure 1) as strong winds from the west blight the buds and prevent growth of branches on one side of the trunk; down on the plains ranch folk of early days built their homes partly below ground, perhaps because the dry earth made this conveniently possible, but, as some think, also to avoid the full sweep of winter winds. Many old ranch houses still have the main floor built slightly-a few stepsbelow the level of the ground, as one finds upon entering. In Laramie, as in other cities of that part of the country, the old custom is reflected in some of the modern buildings. Figure 2 shows a home on the outskirts of the city, where the family live comfortably in what may ultimately be the basement of their house. Throughout the city, basements are dry and well lighted, and contain finished rooms in which people live. Often these are rented apartments, as comfortable as those on the upper floors and in some cases almost as expensive. Laramie, Wyoming at an altitude of 7,100 feet, graces the Laramie Plains with mountains rising to the east, west, and south, to altitudes of 8,000 to 12,000 feet or more. The city was founded in 1868 by the Union Pacific Railroad, of which the yards and shops (Figure 3) still employ more people than any other industry in the locality. The city is a division point on the main transcontinental line. Dozens of freight trains pass through day and night. In 1934 more than 6,500 cars of cattle, sheep, and horses were fed as they freighted through to eastern markets, in addition to the many cars of animals shipped from Laramie itself. Great passenger trains between Chicago and the Pacific Coast form an important part of the traffic, and modern Streamliners are familiar to all who live within sound or sight of the road. At the opposite end of the town from the railroad lies the campus of the University of Wyoming, a second center of activity with a transient population of more than a thousand students.

Steam-electric locomotive completed for Union Pacific railroad

Steam-electric locomotive completed for Union Pacific railroad

William McGarrahan's "Panoche Grande Claim"

Research Article| September 01 1936 William McGarrahan's "Panoche Grande Claim" Robert J. Parker Robert J. Parker Search for other works by this author on: This Site PubMed Google Scholar Pacific Historical Review (1936) 5 (3): 212–221. https://doi.org/10.2307/3634026 Views Icon Views Article contents Figures & tables Video Audio Supplementary Data Peer Review Share Icon Share Twitter LinkedIn Tools Icon Tools Get Permissions Cite Icon Cite Search Site Citation Robert J. Parker; William McGarrahan's "Panoche Grande Claim". Pacific Historical Review 1 September 1936; 5 (3): 212–221. doi: https://doi.org/10.2307/3634026 Download citation file: Ris (Zotero) Reference Manager EasyBib Bookends Mendeley Papers EndNote RefWorks BibTex toolbar search Search Dropdown Menu nav search search input Search input auto suggest search filter All ContentPacific Historical Review Search This content is only available via PDF. Copyright 1936 The Arthur H. Clark Company Article PDF first page preview Close Modal You do not currently have access to this content.

Washakie: An Account of Indian Resistance of the Covered Wagon and Union Pacific Railroad Invasions of their Territory

Washakie: An Account of Indian Resistance of the Covered Wagon and Union Pacific Railroad Invasions of their Territory

A PRIMITIVE PUEBLO CITY IN NEVADA

American AnthropologistVolume 29, Issue 3 p. 262-277 Free Access A PRIMITIVE PUEBLO CITY IN NEVADA M. R. HARRINGTON, M. R. HARRINGTON Museum of the America Indian, Heye Foundation, New York CitySearch for more papers by this author M. R. HARRINGTON, M. R. HARRINGTON Museum of the America Indian, Heye Foundation, New York CitySearch for more papers by this author First published: July‐September 1927 https://doi.org/10.1525/aa.1927.29.3.02a00050Citations: 12AboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat Citing Literature Volume29, Issue3July‐September 1927Pages 262-277 RelatedInformation

Pre-Cambrian Geology of the Medicine Bow Mountains

Introduction The Medicine Bow Mountains lie south of the Union Pacific Railroad and about 40 miles west of the city of Laramie, in southeastern Wyoming. They extend southward into Colorado. A short alpine ridge, known as the Snowy Range, rising to an elevation of 12,000 feet, surmounts a broad plateau which varies from 9,000 to 10,000 feet in elevation and is intrenched by canyons. The plateau, partly margined by fault-line scarps, is nearly surrounded by a broad, terraced plain that has been eroded from outcrops of Cretaceous shales by streams and wind. In spite of its ready accessibility, this interesting range has been strangely neglected by geologists until the last decade. In 1868 Hague 2 made a reconnaissance, noted the general character and distribution of the rocks, and offered a tentative interpretation of the internal structure. Van Hise 3 crossed the range on horseback in three days in 1889 and thereby added . . .

Radio Communication with Moving Trains

The radiotelegraphic researches carried on under the auspices of the Union Pacific Railroad are described. A radio "danger" signaling system was first worked; and while operative, did not give the extreme reliability required by such systems. A radio controlled car is then described. A series of experiments with arc radiophone equipment are considered. Their applications to inter-car wire telephone communication and train-to-station radiophone communication are given in detail. The necessary fixed stations are also described. The experimental radiotelegraphic car laboratory is then described, together with the antennas, ground, engine, and transmitter thereof. Finally, receiving sets and a telephone relay amplifier (intended to facilitate telegraphone or dictaphone recording of signals) are considered.

How We Built the Union Pacific Railway, and Other Railway Papers and Addresses

How We Built the Union Pacific Railway, and Other Railway Papers and Addresses

The Government's Suit against the Union Pacific Railroad Company

The Government's Suit against the Union Pacific Railroad Company