The TVRR's founder, Falcon Joslin, envisioned a Trans-Alaskan road stretching from Fairbanks to Nome, says Ray Bonnell, but "real-world considerations meant the completed railroad reached only 39 miles, as far as Chatanika" The railroad reached Fox and Gilmore in 1905 and end of track at Chatanika in 1907. Revenues steadily slipped, however, and the line declared bankruptcy in 1917.
Much of its main line would taken over by the Alaskan Engineering Commission for its standard-gauge Anchorage-to-Fairbanks portion. The AEC would add a third rail between Happy and Fairbanks, making the Chatanika branch a dual-gauge line.
It was about this time that the AEC bought the new 4-6-0. It was based on a standard-gauge design of 15 years past, but resized for the three-foot width. Its firebox measured just 23" (584 mm) wide. The boiler was pressed to 190 psi and the valves actuated by outside radial valve gear. Baldwin's spec sheet advises that the locomotive was to be "suitable for operation in temperatures of 70 degrees below zero, Fahrenheit."
When the Chatanika branch was closed in the 1930s (put out of business by motor traffic, says Bonnell), the 152 went dormant for a decade until the Alaska Railroad bought it in 1942 to operate on the White Pass & Yukon.
At the end of World War Two, the 152 began its second career in tourist service. The WP&Y sold the engine in 1945 to the Antelope & Western of Roseville, Calif as their 3. In 1963, the Camino Cable & Northern of Hermanie, Pa bought the 3 and owned it for twenty years. Keystone Light Railway Products bought the locomotive in 1974 and sold it in March 1975 to the Huckleberry Railroad in Flint, Mich as their 2.
The TVRR was a narrow-gauge shortline that built 27 miles (43.5 km) of track about 40 miles west of Harrisburg, Pa, between Port Royal to Blair's Mills. between 1892 and 1895. Customers could take either of two daily trains in each direction, one in the morning and one in the afternoon. Riders remembered taking the train to school and traveling to the Leonards Grove fair each year.
The line closed in 1934.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Tanana Valley||Tuscarora Valley|
|Number in Class||1||1|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.55||0.56|
|Overall Wheelbase (engine & tender)||44.92'||43.79'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||60000 lbs||52500 lbs|
|Engine Weight||75500 lbs||67500 lbs|
|Tender Light Weight||56000 lbs||44000 lbs|
|Total Engine and Tender Weight||131500 lbs||111500 lbs|
|Tender Water Capacity||2500 gals||2200 gals|
|Tender Fuel Capacity (oil/coal)||5 tons||5 tons|
|Minimum weight of rail (calculated)||33 lb/yard||29 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||185 psi||160 psi|
|Cylinders (dia x stroke)||14" x 20"||14" x 20"|
|Tractive Effort||14010 lbs||12116 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.28||4.33|
|Firebox Area||93 sq. ft||57.90 sq. ft|
|Grate Area||13.40 sq. ft||11.88 sq. ft|
|Evaporative Heating Surface||891 sq. ft||797 sq. ft|
|Combined Heating Surface||891 sq. ft||797 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||250.04||223.66|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2479||1901|
|Same as above plus superheater percentage||2479||1901|
|Same as above but substitute firebox area for grate area||17205||9264|