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The gradient was incredibly steep,
as
much as one in forty-four for
18 miles. In addition, the whole 84 miles over the Sierras averaged
out at one in sixty-four. Westbound, the gradients were easier and
were steep for a shorter distance, only 13 miles. Constant improvement over the years changed the general picture of things. Now, with modern diesels and improved track, it is no longer a onesided struggle against nature. By the 1870s the Southern Pacific had forty-two freight locos of a 4-6-0 type, supplemented by a large number of smaller 4-4-Os. Originally the line was constructed with a single track. To prevent it from being blocked by blizzards expensive wooden snowsheds were constructed, many miles in total length. During the summer, when the wood had dried out, these sheds, traversed by coal-burning steam engines, constituted a serious fire hazard. This was combatted by special fire trains, mountain-top observers and elaborate sprinkler systems, and by telescoping sections of sheds mounted on rails of their own. Innovation, good engineering and constant improvement made for progress on the Southern Pacific. It was eventually decided, under the influence of increased the
traffic flows, to
way over the mountains. Work began Summit Station was opened in 1925
make
the track double
in 1906.
The
all
final section
after nineteen years of arduous work. As well as doubling the line the company laid steel rails to replace the weaker iron ones. This work was completed within the first eight years, and permitted heavier loads and larger and more powerful locomotives. As with most of America's main trunk routes, the Denver and Rio
to
Grande Railway was not actually constructed by the company itself but through an intermediary construction firm. These companies existed to make money solely through the building of railways and not from their actual operation. In this case the company was the 83
Workmen adding fill at Fort Madison, Iowa, in 1887 during the early stages of the building of the Santa Fe Railroad.
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