Login Register for an editor's account. Built as a joint venture by the Great Northern Railway and the Northern Pacific Railway to build a railroad along the north bank of the Columbia River. To Burlington Northern in merger. To BNSF in Deck plate girder bridge over 14th.
It was added to the National Register in June 6, View All Notifications. The Morning Oregonian Portlandsection 2, p. By: Wendel Moran Added: Oct 07, When the mallets arrived in Vancouver, the firebox was large enough that a banquet was given inside of Spoakne.
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This former NP F9 has been exposed after the second unnecessary staircase was removed.
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- This was my first time at the State Park, I didn't even know that this steamer existed untill my dad turned into the park and well needles to say, I hung out here for most of the weekend
- No history short of book size can hope to tell the story.
- It was never intended to maintain a long-term identity but soldiered on for nearly seven decades after numerous attempts to merge the so-called "Hill Lines" failed.
- Nearly identical to the A-3 class Northerns built for Northern Pacific Railway , it burns oil instead of coal.
These locomotives had 4 23 x 32 cylinders, 69" drivers, a psi boiler pressure, exerted , lbs of tractive effort and weighed , pounds. Numbers and were sold to the Great Northern Railroad shortly after they arrived in Number GN number returned in and number GN number returned in , both being deemed surplus on the parent railroad.
The two ALCO-built s received in were also oil burners and were designated Class Z-8 and given road numbers and These locomotives had 4 23 x 32 cylinders, 70" drivers, a psi boiler pressure, a tractive effort of , lbs and weighed , pounds. Roster Class Qty. Firebox heating surface included 3 thermic syphons. Supposedly the only difference between these locomotives and those of the Northern Pacific was the use of oil for fuel although the firebox heating surface in this sextet totalled about 80 sq ft more.
Works numbers were Works numbers Most of its steam motive power came to it through purchases of second hand locomotives from its parents. The eight "Challengers" it owned were new and came as add-ons to Northern Pacific orders.
Eventually, the GN gave in, and agreed to purchase two Z-6s As they had always intended, the GN ran the two between Wishram and Bend. The reunited class served until the late s and all 6 went to the Southern Oregon Steel Mills for scrapping on 26 May Works numbers The firebox heating surface included sq ft See Locobase for a description of the revised bearing design that permitted smooth riding at high speeds. This pair of Challengers works exactly duplicated the 20 supplied to the Northern Pacific except for the use of oil fuel.
Archived from the original on 24 February Holst regularly visited the locomotives and kept the bearings and rods well greased and oiled. Three major NYC yards. When the mallets arrived in Vancouver, the firebox was large enough that a banquet was given inside of it. Sections of this page. Login or Register now.
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glitteringstew.com | Spokane, Portland & Seattle Railway
No history short of book size can hope to tell the story. Be that as it may, the below is a short history of the line, a brief glimpse at the company that was "The Northwest's Own Railway". At the dawn of the twentieth century, the rail map of the Pacific Northwest was split by the Columbia River.
Portland, at the time the largest city in the Pacific Northwest, was served indirectly by the NP via Puget Sound, and the GN had no access to the city at all.
Meanwhile, hovering behind the Bitterroot Mountains, the Milwaukee Road was building across Montana, and seeking an outlet to the Pacific. One last obvious route lay unexploited by any railroad: the north bank of the Columbia River, a water level grade that would carry high tonnage with a minimum of effort. The Milwaukee coveted it; Harriman feared it; the NP saw it's promise as a better route to Portland, and moved to seize it for itself.
Above the fray, James J. Hill, builder of the Great Northern and Harriman's arch rival, dreamed of California, and saw Oregon as a stepping stone along that route. Construction soon followed. The line's "golden spike" was driven on March 11th, , at MP Though Hill at times regretted his decision to build the line, he pressed ahead regardless to thrust branches into the heart of Harriman's Oregon.
Traffic throughout the lifetime of the road was mostly grain west, lumber east. NP interchanged most of their Portland freight at Pasco, with secondary interchange occuring at Scribner, just west of Spokane. As a result, GN power was often found on the line.
The road's primary classification yard was at Wishram, and it's eastern terminus at Spokane alternated between NP's Yardley and GN's Hillyard facilities. But what new power it was! When the mallets arrived in Vancouver, the firebox was large enough that a banquet was given inside of it. The combination of war materials movements and cheap electric power from the Columbia Dams of the Bonneville Power Administration resulted in the location of major aluminum plants, sawmills, chemical facilities and grain terminals along the line.
During the war, dieselization began to take place on a slow schedule. By the mid s, it was clear the the parent road intended to merge together, and in , the effort became a reality in the form of Burlington Northern. BN stationed almost all of it's Alco diesel fleet out of the Vancouver roundhouse, as a maintenance related economy measure; this was followed by early retirement of many of these Schenectady products in , as the influx of GM-EMD SD's arrived.
The third subdivision, running from Pasco to Spokane and often referred to as the "High Line", was first paired with the NP main, effectively creating double track between those two points.
This did not last, however, and in the early s, while BN was on an abandonment kick, this line was abandoned and removed. The third sub now exists only as a horse trail.