Budd–Michelin rubber-tired rail cars: Difference between revisions
m →Legacy: adding a "see also" section |
m Converting referencing to plain inline citations, per GA review suggestion |
||
| Line 39: | Line 39: | ||
[[File:Hugh llewelyn ZZAB5C Ety 54005 (5727328869).jpg|thumb|A [[Micheline|Micheline Type 22]] at [[Cité du Train]] in [[Mulhouse]]]] |
[[File:Hugh llewelyn ZZAB5C Ety 54005 (5727328869).jpg|thumb|A [[Micheline|Micheline Type 22]] at [[Cité du Train]] in [[Mulhouse]]]] |
||
The ''Silver Slipper'' was the final product in a working relationship between the American [[Budd Company]], at the time a relatively obscure auto-frame supplier,<ref name="Solomon |
The ''Silver Slipper'' was the final product in a working relationship between the American [[Budd Company]], at the time a relatively obscure auto-frame supplier,<ref name="Solomon">{{Cite book|title = American Diesel Locomotives|last = Solomon|first = Brian|publisher = [[MBI Publishing Company]]|year = 2000|isbn = 0760306664|location = [[Osceola, Wisconsin]]|ref = harv|url = https://books.google.com/books?id=bVEhihy7tKEC&pg=PA168|p=43}}</ref> and French firm [[Michelin]], best known for its [[tire]]s, that had already become extensive by the late 1920s.<ref name="White">{{Cite book|title = The American Railroad Passenger Car|last = White|first = John H.|publisher = [[Johns Hopkins University Press]]|year = 1985|isbn = 0801827434|location = [[Baltimore]]|ref = harv|url = https://books.google.com/books?id=bz0OBGxRjjcC&pg=PA623|pp=623–624}}</ref> In 1929, Michelin built its first [[railcar|rail car]], and by 1932 nine of its cars were in operating service, all of which featured innovative and distinctive pneumatic tires. The company claimed that its application of tires on its rail cars afforded both a substantially more cushioned ride and increased the cars' traction by 35%. The design of Michelin's tired wheels included an [[aluminium|aluminum]] safety ring and a [[flange]] that were only used in the event of a puncture or other type of tire failure; during normal operation, only the rubber tire made contact with the rail.<ref name="White" /> |
||
Inspired by Michelin's success, the Budd Company set its sights on marrying the new rubber rail tires with its [[shot welding|shot-welded]], [[stainless steel|stainless-steel]] carbodies;<ref name="White |
Inspired by Michelin's success, the Budd Company set its sights on marrying the new rubber rail tires with its [[shot welding|shot-welded]], [[stainless steel|stainless-steel]] carbodies;<ref name="White" /> it had developed the shot welding process and utilized stainless steel to overcome frame failures that plagued the earlier streamlined [[McKeen Motor Car Company|McKeen]] cars, which Budd Company founder [[Edward G. Budd]] had helped design early in his career.<ref name="Solomon" /> Michelin likewise took interest in a potential collaboration, chiefly due to its desire to expand into the American market.<ref name="Solomon" /> In September 1931, Budd signed an agreement with Michelin that allowed it to develop and sell Michelin's "[[Micheline]]" rail car design in the United States.<ref name="Zimmerman">{{Cite book|title = Burlington's Zephyrs|last = Zimmerman|first = Karl|publisher = Andover Junction Publications|year = 2004|isbn = 0760318565|location = [[Mendota, Illinois]]|ref = harv|url = https://books.google.com/books?id=4O7bl6xzoQkC&pg=PA20|pp=19–20}}</ref> |
||
Completed in early 1932,<ref name="White |
Completed in early 1932,<ref name="White" /> the first of the Budd-Michelin collaborations was a 40-passenger, single-car demonstrator nicknamed the "Green Goose", which rode on 12 wheels and was powered by an {{Convert|85|hp|adj = on}} [[Junkers|Junker]] [[diesel engine]].<ref name="White" /><ref name="Zimmerman" /> The second was also a demonstrator, a smaller, 30-passenger car named ''La Fayette'' that was sent to France for testing.<ref name="White" /><ref name="Zimmerman" /> The two demonstrators were both built in the semi-streamlined, fluted stainless-steel style that would become the Budd Company's signature design.<ref name="Solomon" /> |
||
In addition to the demonstrators, the Budd Company built three production rubber-tired rail cars for American railroads prior to the ''Silver Slipper'': one for the [[Reading Company]] and two for the [[Pennsylvania Railroad]].<ref name="White |
In addition to the demonstrators, the Budd Company built three production rubber-tired rail cars for American railroads prior to the ''Silver Slipper'': one for the [[Reading Company]] and two for the [[Pennsylvania Railroad]].<ref name="White" /><ref name="Zimmerman" /> The pneumatic tires for these cars were actually produced by [[Goodyear Tire and Rubber Company|Goodyear]] under license from Michelin.<ref name="Zimmerman" /> Beginning in November 1932, the Reading operated its 47-passenger car (which measured {{Convert|50|ft|m}} long and weighed {{Convert|12|ST}}) on its New Hope branch. However, its numerous shortcomings, ranging from its bouncy ride and tendency to derail to its low top speed (reputed to be near {{Convert|45|mph|kph}}) and steep price tag ([[United States dollar|$]]75,000), discouraged the Reading from ordering any more such cars.<ref name="White" /> |
||
In 1933, the Pennsylvania took delivery of two rail cars that operated in car-and-trailer configuration. Largely similar to the car ordered by the Reading, these rail cars were also beset by problems with their rubber-tired wheels, which were later replaced with conventional wheels. After being retrofitted, these cars went on to become the longest surviving of the Budd-Michelin rail cars. They remained with the Pennsylvania until 1943, when they were sold to the [[Washington and Old Dominion Railroad]], a [[Virginia]] short line that operated them for only a few months; they were ultimately scrapped in 1948.<ref name="White |
In 1933, the Pennsylvania took delivery of two rail cars that operated in car-and-trailer configuration. Largely similar to the car ordered by the Reading, these rail cars were also beset by problems with their rubber-tired wheels, which were later replaced with conventional wheels. After being retrofitted, these cars went on to become the longest surviving of the Budd-Michelin rail cars. They remained with the Pennsylvania until 1943, when they were sold to the [[Washington and Old Dominion Railroad]], a [[Virginia]] short line that operated them for only a few months; they were ultimately scrapped in 1948.<ref name="White" /> |
||
== Design == |
== Design == |
||
The ''Silver Slipper'' was the name bestowed upon the last of the Budd-Michelin rail cars,<ref name="White |
The ''Silver Slipper'' was the name bestowed upon the last of the Budd-Michelin rail cars,<ref name="White" /> which was delivered to the [[Texas and Pacific Railway]] in October 1933.<ref name="Zimmerman" /> The two-car train weighted {{Convert|52|ST}} and measured {{Convert|140|ft|m}} in total length, making it the largest rail vehicle that the Budd Company had built to that point,<ref name="White" /> and substantially heavier than the demonstration and production rubber-tired cars that predated it.<ref name="Solomon" /> |
||
The first car was the [[power car]], which featured a distinctive "knife-edge" nose, baggage and mail compartments, and conventional steel-wheeled trucks. Powered by two {{Convert|240|hp|adj = on}} [[American LaFrance]] [[petrol engine|gasoline engines]] mated to [[Westinghouse Electric (1886)|Westinghouse]] [[electric generator|generators]], the first car weighed {{Convert|40|ST}} in all.<ref name="White |
The first car was the [[power car]], which featured a distinctive "knife-edge" nose, baggage and mail compartments, and conventional steel-wheeled trucks. Powered by two {{Convert|240|hp|adj = on}} [[American LaFrance]] [[petrol engine|gasoline engines]] mated to [[Westinghouse Electric (1886)|Westinghouse]] [[electric generator|generators]], the first car weighed {{Convert|40|ST}} in all.<ref name="White" /><ref name="Zimmerman" /> The second car was the trailing [[passenger car (rail)|passenger car]], which had 16 rubber-tired wheels as well as seating for 76 passengers in an [[air conditioning|air-conditioned]] compartment that included a [[Jim Crow laws|segregated "Jim Crow" section]].<ref name="White" /><ref name="Zimmerman" /> The second car weighed just {{Convert|12|ST}} in total.<ref name="White" /> |
||
== Operation == |
== Operation == |
||
The Texas and Pacific intended to enter the ''Silver Slipper'' into operational service between [[Fort Worth, Texas]], and [[Texarkana, Arkansas]].<ref name="White |
The Texas and Pacific intended to enter the ''Silver Slipper'' into operational service between [[Fort Worth, Texas]], and [[Texarkana, Arkansas]].<ref name="White" /><ref name="Zimmerman" /> However, it derailed during a test run, and while the trailing coach was outfitted with new trucks, the power car also demonstrated reliability issues. By 1935, the ''Silver Slipper'' had been scrapped.<ref name="White" /> |
||
== Legacy == |
== Legacy == |
||
[[File:Pioneer Zephyr.JPG|thumb|The ''[[Pioneer Zephyr]]'' in 1935]] |
[[File:Pioneer Zephyr.JPG|thumb|The ''[[Pioneer Zephyr]]'' in 1935]] |
||
According to John H. White, the ''Silver Slipper'' was a "costly failure" that was "extremely embarrassing" to the Budd Company and ultimately forced the company to abandon its ambitious rubber-tired rail car program altogether.<ref name="White |
According to John H. White, the ''Silver Slipper'' was a "costly failure" that was "extremely embarrassing" to the Budd Company and ultimately forced the company to abandon its ambitious rubber-tired rail car program altogether.<ref name="White" /> However, Budd did not give up on building lightweight, stainless-steel trains: its very next project was the highly successful ''[[Pioneer Zephyr]]''.<ref name="White" /> |
||
Rubber-tired rail cars achieved greater success in France, as Michelin built 30 for the [[Chemins de fer de l'Est|Eastern Railway of France]] in 1937. Furthermore, similar [[rubber-tyred metro|rubber-tired subway cars]] have been adopted in [[Montreal Metro|Canada]] and [[Mexico City Metro|Mexico]] as well as on numerous systems in Europe.<ref name="White |
Rubber-tired rail cars achieved greater success in France, as Michelin built 30 for the [[Chemins de fer de l'Est|Eastern Railway of France]] in 1937. Furthermore, similar [[rubber-tyred metro|rubber-tired subway cars]] have been adopted in [[Montreal Metro|Canada]] and [[Mexico City Metro|Mexico]] as well as on numerous systems in Europe.<ref name="White" /> |
||
Brian Solomon notes that the ''Silver Slipper'' is "sometimes cited as the first true streamlined passenger train", although "it remained relatively obscure and never received the national media attention enjoyed by later streamlined trains".<ref name="Solomon |
Brian Solomon notes that the ''Silver Slipper'' is "sometimes cited as the first true streamlined passenger train", although "it remained relatively obscure and never received the national media attention enjoyed by later streamlined trains".<ref name="Solomon" /> Karl Zimmerman concurs, observing that while "the ''Zephyr'' and [[Union Pacific Railroad|Union Pacific]]'s [[M-10000]] typically vie for the title of 'first streamliner'", the ''Silver Slipper'' is deserving of consideration for the honor.<ref name="Zimmerman" /> |
||
== See also == |
== See also == |
||
* [[Micheline]] |
* [[Micheline]] |
||
* [[Rubber-tyred metro]] |
* [[Rubber-tyred metro]] |
||
== Notes == |
|||
| ⚫ | |||
== References == |
== References == |
||
{{portal|Trains}} |
{{portal|Trains}} |
||
| ⚫ | |||
* {{Cite book|title = American Diesel Locomotives|last = Solomon|first = Brian|publisher = [[MBI Publishing Company]]|year = 2000|isbn = 0760306664|location = [[Osceola, Wisconsin]]|ref = harv|url = https://books.google.com/books?id=bVEhihy7tKEC&pg=PA168}} |
|||
* {{Cite book|title = The American Railroad Passenger Car|last = White|first = John H.|publisher = [[Johns Hopkins University Press]]|year = 1985|isbn = 0801827434|location = [[Baltimore]]|ref = harv|url = https://books.google.com/books?id=bz0OBGxRjjcC&pg=PA623}} |
|||
* {{Cite book|title = Burlington's Zephyrs|last = Zimmerman|first = Karl|publisher = Andover Junction Publications|year = 2004|isbn = 0760318565|location = [[Mendota, Illinois]]|ref = harv|url = https://books.google.com/books?id=4O7bl6xzoQkC&pg=PA20}} |
|||
{{Lightweight Trains}} |
{{Lightweight Trains}} |
||
Revision as of 02:13, 8 May 2016
| Silver Slipper | |||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| File:Texas & Pacific Budd-built "Silver Slipper" at Harlem Avenue station (Berwyn IL), 1933.jpg The Silver Slipper in 1933 | |||||||||||||||
| |||||||||||||||
| |||||||||||||||
| |||||||||||||||
The Silver Slipper was a two-car train built by the Budd Company and Michelin that operated on the Texas and Pacific Railway in 1933 and 1934. It was the last in a series of innovative rail cars built in collaboration by the two companies that featured rubber-tired wheels and stainless-steel carbodies constructed with the shot welding process. The train's first car was a power car that featured a distinctive "knife-edge" nose and was powered by two American LaFrance gasoline engines, while the second, trailing passenger car sat 76 people.
Intended to provide service between Fort Worth, Texas, and Texarkana, Arkansas, the Silver Slipper was hampered significantly by derailments and the reliability of its power car, which ultimately led to its scrapping by 1935. While generally regarded as a failure, it is sometimes credited as the "first true streamlined passenger train", although it has remained obscure in comparison with other competitors for the title, such as the Pioneer Zephyr and Union Pacific's M-10000.
Background
.jpg)
The Silver Slipper was the final product in a working relationship between the American Budd Company, at the time a relatively obscure auto-frame supplier,[1] and French firm Michelin, best known for its tires, that had already become extensive by the late 1920s.[2] In 1929, Michelin built its first rail car, and by 1932 nine of its cars were in operating service, all of which featured innovative and distinctive pneumatic tires. The company claimed that its application of tires on its rail cars afforded both a substantially more cushioned ride and increased the cars' traction by 35%. The design of Michelin's tired wheels included an aluminum safety ring and a flange that were only used in the event of a puncture or other type of tire failure; during normal operation, only the rubber tire made contact with the rail.[2]
Inspired by Michelin's success, the Budd Company set its sights on marrying the new rubber rail tires with its shot-welded, stainless-steel carbodies;[2] it had developed the shot welding process and utilized stainless steel to overcome frame failures that plagued the earlier streamlined McKeen cars, which Budd Company founder Edward G. Budd had helped design early in his career.[1] Michelin likewise took interest in a potential collaboration, chiefly due to its desire to expand into the American market.[1] In September 1931, Budd signed an agreement with Michelin that allowed it to develop and sell Michelin's "Micheline" rail car design in the United States.[3]
Completed in early 1932,[2] the first of the Budd-Michelin collaborations was a 40-passenger, single-car demonstrator nicknamed the "Green Goose", which rode on 12 wheels and was powered by an 85-horsepower (63 kW) Junker diesel engine.[2][3] The second was also a demonstrator, a smaller, 30-passenger car named La Fayette that was sent to France for testing.[2][3] The two demonstrators were both built in the semi-streamlined, fluted stainless-steel style that would become the Budd Company's signature design.[1]
In addition to the demonstrators, the Budd Company built three production rubber-tired rail cars for American railroads prior to the Silver Slipper: one for the Reading Company and two for the Pennsylvania Railroad.[2][3] The pneumatic tires for these cars were actually produced by Goodyear under license from Michelin.[3] Beginning in November 1932, the Reading operated its 47-passenger car (which measured 50 feet (15 m) long and weighed 12 short tons (11 t)) on its New Hope branch. However, its numerous shortcomings, ranging from its bouncy ride and tendency to derail to its low top speed (reputed to be near 45 miles per hour (72 km/h)) and steep price tag ($75,000), discouraged the Reading from ordering any more such cars.[2]
In 1933, the Pennsylvania took delivery of two rail cars that operated in car-and-trailer configuration. Largely similar to the car ordered by the Reading, these rail cars were also beset by problems with their rubber-tired wheels, which were later replaced with conventional wheels. After being retrofitted, these cars went on to become the longest surviving of the Budd-Michelin rail cars. They remained with the Pennsylvania until 1943, when they were sold to the Washington and Old Dominion Railroad, a Virginia short line that operated them for only a few months; they were ultimately scrapped in 1948.[2]
Design
The Silver Slipper was the name bestowed upon the last of the Budd-Michelin rail cars,[2] which was delivered to the Texas and Pacific Railway in October 1933.[3] The two-car train weighted 52 short tons (47 t) and measured 140 feet (43 m) in total length, making it the largest rail vehicle that the Budd Company had built to that point,[2] and substantially heavier than the demonstration and production rubber-tired cars that predated it.[1]
The first car was the power car, which featured a distinctive "knife-edge" nose, baggage and mail compartments, and conventional steel-wheeled trucks. Powered by two 240-horsepower (180 kW) American LaFrance gasoline engines mated to Westinghouse generators, the first car weighed 40 short tons (36 t) in all.[2][3] The second car was the trailing passenger car, which had 16 rubber-tired wheels as well as seating for 76 passengers in an air-conditioned compartment that included a segregated "Jim Crow" section.[2][3] The second car weighed just 12 short tons (11 t) in total.[2]
Operation
The Texas and Pacific intended to enter the Silver Slipper into operational service between Fort Worth, Texas, and Texarkana, Arkansas.[2][3] However, it derailed during a test run, and while the trailing coach was outfitted with new trucks, the power car also demonstrated reliability issues. By 1935, the Silver Slipper had been scrapped.[2]
Legacy
According to John H. White, the Silver Slipper was a "costly failure" that was "extremely embarrassing" to the Budd Company and ultimately forced the company to abandon its ambitious rubber-tired rail car program altogether.[2] However, Budd did not give up on building lightweight, stainless-steel trains: its very next project was the highly successful Pioneer Zephyr.[2]
Rubber-tired rail cars achieved greater success in France, as Michelin built 30 for the Eastern Railway of France in 1937. Furthermore, similar rubber-tired subway cars have been adopted in Canada and Mexico as well as on numerous systems in Europe.[2]
Brian Solomon notes that the Silver Slipper is "sometimes cited as the first true streamlined passenger train", although "it remained relatively obscure and never received the national media attention enjoyed by later streamlined trains".[1] Karl Zimmerman concurs, observing that while "the Zephyr and Union Pacific's M-10000 typically vie for the title of 'first streamliner'", the Silver Slipper is deserving of consideration for the honor.[3]
See also
References
,_1933.jpg){kind=link}
- ^ a b c d e f Solomon, Brian (2000). American Diesel Locomotives. Osceola, Wisconsin: MBI Publishing Company. p. 43. ISBN 0760306664.
{{cite book}}: Invalid|ref=harv(help) - ^ a b c d e f g h i j k l m n o p q r s White, John H. (1985). The American Railroad Passenger Car. Baltimore: Johns Hopkins University Press. pp. 623–624. ISBN 0801827434.
{{cite book}}: Invalid|ref=harv(help) - ^ a b c d e f g h i j Zimmerman, Karl (2004). Burlington's Zephyrs. Mendota, Illinois: Andover Junction Publications. pp. 19–20. ISBN 0760318565.
{{cite book}}: Invalid|ref=harv(help)