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Mansa Musa was the ruler of the Mali Empire in West Africa. Details recorded here should be sourced; unknown information is left blank.
MORE →Reflects the personal views, recollections, and perspective of the author, Mike Davis.
This is a personal recollection on the Move fire on May 13, 1985
Consolidation Freight Locomotive No. 7688 | |
 PRR H10 #7688 at the Railroad Museum of Pennsylvania | |
  Location within Pennsylvania  Location within the United States | |
| Nearest city | Strasburg, Pennsylvania |
|---|---|
| Coordinates | 39°58′56″N 76°9′40″W / 39.98222°N 76.16111°W |
| Area | 0.1 acres (0.040 ha) |
| Built | 1915 |
| Architect | Pennsylvania Railroad Co. |
| MPS | Pennsylvania Railroad Rolling Stock TR |
| NRHP reference No. | 79002264[1] |
| Added to NRHP | December 17, 1979 |
 | This article needs more citations. (October 2011) |
The Pennsylvania Railroad's class H8, H9s and H10s steam locomotives were of the 2-8-0 "Consolidation" type, the last three classes of such built by the railroad. The three classes differed only in cylinder diameter and thus tractive effort, each subsequent class increasing that measurement by an inch. The first H8 was built in 1907 and the last H10 in 1916; within a few years they were replaced on heavy freight assignments by 2-8-2s and 2-10-0. They became the railroad's standard light freight locomotive, replacing all other class H 2-8-0s, and a number remained in service until the end of PRR steam locomotive operation in 1957. 968 class H8 of various subclasses were constructed, along with 274 class H9s and 273 class H10s. A number of H8 locomotives were rebuilt to H9s specification.
Class H10s was built primarily for PRR Lines West, and featured a typical Lines West tender with sloping side coal boards at the top, to enable a bigger load of coal to be carried.
Some locomotives of this type were leased to the PRR-owned Long Island Rail Road, becoming the primary freight-hauling type on that system.
7688, an H10s built in 1915 by the Lima Locomotive Works, has been preserved by the Railroad Museum of Pennsylvania.[2] It joins two earlier examples of the H class at the museum. #7688 was added to the National Register of Historic Places in 1979 as Consolidation Freight Locomotive No. 7688.[3]
{{cite web}}: CS1 maint: deprecated archival service (link)
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Railroad classes are the system by which freight railroads are designated in the United States. Railroads are assigned to Class I, II or III according to annual revenue criteria originally set by the Surface Transportation Board in 1992. With annual adjustments for inflation, the 2019 thresholds were US$504,803,294 for Class I carriers and US$40,384,263 for Class II carriers. (Smaller carriers were Class III by default.) There are six Class I freight railroad companies in the United States: BNSF Railway, CSX Transportation, Canadian National Railway, CPKC, Norfolk Southern Railway, and Union Pacific Railroad. Canadian National also operates in Canada and CPKC operates in Canada and Mexico. In addition, the national passenger railroad in the United States, Amtrak, would qualify as Class I if it were a freight carrier, as would Canada's Via Rail passenger service. Mexico's Ferromex freight railroad would also qualify as Class I, but it does not operate in the United States.
Locomotive classification on the Pennsylvania Railroad took several forms. Early on, steam locomotives were given single-letter classes. As the 26 letters were quickly assigned, that scheme was abandoned for a more complex system. This was used for all of the PRR's steam locomotives, and — with the exception of the final type bought (the E44) — all electric locomotives also used this scheme.
The Pennsylvania Railroad's class H8, H9s and H10s steam locomotives were of the 2-8-0 "Consolidation" type, the last three classes of such built by the railroad. The three classes differed only in cylinder diameter and thus tractive effort, each subsequent class increasing that measurement by an inch. The first H8 was built in 1907 and the last H10 in 1916; within a few years they were replaced on heavy freight assignments by 2-8-2s and 2-10-0. They became the railroad's standard light freight locomotive, replacing all other class H 2-8-0s, and a number remained in service until the end of PRR steam locomotive operation in 1957. 968 class H8 of various subclasses were constructed, along with 274 class H9s and 273 class H10s. A number of H8 locomotives were rebuilt to H9s specification. Class H10s was built primarily for PRR Lines West, and featured a typical Lines West tender with sloping side coal boards at the top, to enable a bigger load of coal to be carried. Some locomotives of this type were leased to the PRR-owned Long Island Rail Road, becoming the primary freight-hauling type on that system.
The Pennsylvania Railroad's class L5 were the railroad's second generation of production electric locomotives after the DD1, and the last to use a jackshaft and side rods to drive the wheels. The L5 was a single-unit locomotive instead of the twin-unit DD1. The wheel arrangement in Whyte notation was 2-4-4-2, or 1-B-B-1 in the AAR scheme. Twenty five were built in 4 distinct subclasses. The lead unit of the class was equipped for AC operation with an overhead pantograph (later two), while the other 24 were third rail DC units to work on the existing PRR third rail electrification in the New York area. The class was built with an eye towards future long distance electrification with the idea of a single class that could be used interchangeably between the present and future AC electrified zones and the DC electrified zone in New York City. The PRR also used the L5 order to try out electrical equipment manufacturers other than Westinghouse, which had provided the propulsion equipment for both the DD1 and FF1 classes. The original classes were to be simply L5 for the AC units and L5a for the DC units, but as the additional equipment suppliers were brought on the scheme changed to include the intended function (passenger), the current used and finally the electrical supplier. Westinghouse supplied the majority of the units with 1 L5Paw class and 12 L5pdw class. General Electric and Brown Boveri each supplied 6 classed L5pdg and L5pdb respectively. The L5 was not as successful as the DD1 as the side rod electric locomotive concept proved to be unsuited to the demands of long distance electrification. Even in the existing short haul service the L5's long rigid wheelbase and poor weight distribution caused it to be withdrawn significantly before the older DD1s.
Before the 1921 destruction of Tulsa’s Greenwood District, Black residents had created a remarkable center of business and community life. The district included stores, professional offices, entertainment venues and homes owned by Black citizens. Understanding Greenwood means learning what was built—not only what was burned.
MORE →The Greenwood District.
