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72-500: Rogers may refer to: Places [ edit ] Canada [ edit ] Rogers Pass (British Columbia) Rogers Island (Nunavut) United States [ edit ] Rogers, Arkansas , a city Rogers, alternate name of Muroc, California , a former settlement Rogers, Indiana , an unincorporated community Rogers, Kansas , an unincorporated community Rogers, Kentucky , an unincorporated community Rogers, Minnesota ,

144-480: A 4-2-0 (a locomotive with two unpowered axles in front, followed by one powered axle ) built in 1839 for the New Jersey Railroad and Transportation Company, was noted by American Railroad Journal for hauling a 24-car train up a grade of 26 feet per mile (4.9 m/km) or 0.49% at 24.5 mph (39.4 km/h). In 1846, Rogers built what is referred to as the largest 6-wheel truck engine ( 4-2-0 ) in

216-638: A Canadian media corporation Rogers Bank , a financial services company Rogers Cable , cable provider Rogers Hi-Speed Internet , Canadian internet service provider Rogers Home Phone , Canadian telephone service provider Rogers Media , media, print and publisher Rogers Personal TV , Canadian television service provider Rogers Radio Rogers Sportsnet , Canadian sports channel Rogers Telecom , integrated communications provider Rogers Wireless , Canadian mobile phone service provider Rogers Corporation , an American manufacturer of specialty materials such as laminates Rogers Drums ,

288-432: A bridge in the vicinity, rolling 40 feet (12 m) into a stream, suffered a likely fatal skull fracture. 1888: A westbound passenger train waited at snow shed 7, while a crew, standing on a flat car, fought a fire at shed 13. When the coupling broke, the runaway car carried the crew eastward down the slope. All jumped clear, except the conductor, who unable to brake, passed through the burning shed, and jumped just before

360-418: A camp store window. Later that month avalanches totally destroyed the store, and buried six men in the vicinity. These slides, followed by heavy summer rainfall, delayed the work. Abandoning the damaged right-of-way on the western slope, north of the river, CP built the switchback Loops well clear of avalanche paths. The railhead crossed the summit that August. After the last spike ceremony that November,

432-596: A cheaper option. Sheds were patrolled in winter for avalanche damage, and in summer for fires started by smokestacks . An increased section gang shovelled out both slides and drifts. Wing plows could not disperse the really deep snow. A rotary snowplow was shared with Eagle Pass until a dedicated one arrived in February 1890. However, rotaries cannot handle avalanches containing rocks or timber. These combined measures ensured that blockages from 1889/90 onward were nearly always cleared within hours. The 31 sheds built had

504-935: A city Rogers, Nebraska , a village Rogers, New Mexico , an unincorporated community Rogers, North Dakota , a city Rogers, Ohio , a village Rogers, Texas , a town Rogers, Virginia , an unincorporated community Petroleum, West Virginia , also known as Rogers, an unincorporated community Rogers Brook , Pennsylvania Rogers City, Michigan , a city Rogers Corner, Michigan , an unincorporated community Rogers County, Oklahoma Rogers Creek (Missouri) Rogers Creek (Pennsylvania) Rogers Island (Connecticut) Rogers Island (New York) Rogers Lake (disambiguation) Rogers Pass (Colorado) Rogers Pass (Montana) Rogers Peak (California) Mount Rogers (Virginia) Rogers Township (disambiguation) Elsewhere [ edit ] Mount Rogers (Australian Capital Territory) , Australia Companies [ edit ] Rogers Communications ,

576-434: A combined length of 6.5 km (4.0 mi). During the first 25 years of the line, 200 people died in avalanches. Single avalanches killed 6 employees in 1887, 7 or 8 in 1899, and about 60 in the 1910 catastrophe . The failure to rebuild snow sheds after the prior track deviation, and the inadequate design strength of an existing shed, proved devastating. On at least four occasions, avalanches struck passenger trains in

648-770: A drum manufacturer Rogers Group , a Mauritius-based conglomerate Rogers International , the British brand name for the Chinese audio electronics manufacturer Wo Kee Hong Holdings Ltd Rogers Locomotive and Machine Works , a major steam locomotive manufacturing company in the 19th century Rogers Sugar , a Canadian income trust that includes sugar refining company Rogers Sugar Ltd. Rogers Vacuum Tube Company People [ edit ] Rogers (surname) Rogers (given name) Schools [ edit ] Rogers State University , Claremore, Oklahoma Rogers High School (disambiguation) Rogers Middle School for

720-692: A former World War II airfield in Papua New Guinea Rogers baronets , an extinct title in the Baronetage of England Rogers Theater , a movie theater in Rogers City, Michigan listed on the National Register of Historic Places See also [ edit ] Rodgers Justice Rogers (disambiguation) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with

792-463: A man walking the tracks stepped from the path of an approaching train, another train to his rear cut him in two. That week, three rear cars, plus the caboose, from an ascending freight train, broke away and rolled back down the slope, smashing into a following freight train. The latter engineer died instantly, and the several occupants of the caboose sustained fatal or serious injuries, but two children were thrown clear. 1887: A carpenter, who fell from

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864-413: A pusher from an eastbound freight, a brakeman slipped and fell in front of the pusher, sustaining such leg injuries that he died the next day. 1906: When a passenger train ran into a mudslide in the vicinity, some injuries, but no deaths, were reported. 1907: While clearing track just west of Glacier, a snowplow plunged 20 feet (6 m) down a bank, dislodging a stove and inflicting severe injuries to

936-712: A shortcut along the southern perimeter of the Big Bend of the Columbia River from Revelstoke on the west to Donald , near Golden , on the east. The pass is formed by the headwaters of the Illecillewaet River to the west and by the Beaver River to the east. These rivers are tributaries of the Columbia, which arcs to the north. During the 1870s, when the transcontinental was being planned,

1008-528: A single pusher, because they were longer than 9 cars. Wyes were at the Selkirk pushing extremities of Beavermouth (east) and Albert Canyon (west). At the summit, a roundhouse and rail yard existed. Some days no freight trains passed, but on the arrival of a steamer in Vancouver, there could be a quick succession eastward for several days. Double heading replaced rear pushing from 1907. Local traffic

1080-450: A steam shovel, a bank gave way, burying a worker who suffocated. Later that year, two workers suffered serious injuries when a rail being placed slipped and fell on them. 1909: To the east at Griffith's siding, an eastbound train hauling 12 empty cars derailed. The locomotive and 9 cars rolled down an incline killing the engineer and fireman. Months later, an unmanned locomotive left the pass yard, and derailed 2 miles (3 km) east down

1152-421: A strike. C.D. Morris, who opened a store within a tent in 1901, erected a permanent store, boarding house and hall. Lodge, church, and public gatherings used this hall. In 1904, he added 15 or 16 bedrooms and a bathroom to the boarding house to cater for the big summer demand from workers and tourists. He was postmaster 1901–1903. His store clerk, John O. Forbes, and brother, William B. Morris, later filled

1224-485: A year before Rogers met the two men who would help transform the company into a major locomotive manufacturer. In 1832, Rogers partnered with two investors from New York City, Morris Ketchum and Jasper Grosvenor . Jefferson Works was renamed Rogers, Ketchum & Grosvenor, and the company began to diversify into the railroad industry. The company soon manufactured springs, axles and other small parts for railroad use. The first locomotive that Rogers' company assembled

1296-744: Is a high mountain pass through the Selkirk Mountains of British Columbia , but the term also includes the approaches used by the Canadian Pacific Railway (CP) and the Trans-Canada Highway . In the heart of Glacier National Park , this National Historic Site has been a tourist destination since 1886. Rogers Pass is the lowest route between the Sir Donald and Hermit ranges of the Selkirks, providing

1368-645: Is estimated that one locomotive, Illinois Central Railroad 4-4-0 number 23, serial number 449, built in December 1853, operated over one million miles ( 1.6 × 10  km ) in its thirty-year career on the Illinois Central. When Thomas Rogers died in 1856, his son Jacob S. Rogers reorganized RK&G, with Ketchum and Grosvenor remaining as investors, as the Rogers Locomotive & Machine Works. Rogers built their first 2-6-0 , which

1440-757: Is sometimes referred to as the first 2-6-0 built in the United States, in 1863 for the New Jersey Railroad and Transportation Company . The company continued manufacturing both locomotives and textile machinery for nearly another 20 years. In November 1868 Rogers delivered five identical coal-burning 4-4-0 steam locomotives (assigned Nos. 116–120) to the Union Pacific Railroad , which were subsequently placed into freight service in western Wyoming and Utah. Union Pacific No. 119 would gain fame on May 10, 1869, when it took part in

1512-730: Is to preserve and display Paterson's industrial history. The firm that was to become Rogers Locomotive Works began in 1831. Thomas Rogers had been designing and building machinery for textile manufacturing for nearly 20 years when he sold his interest in Godwin, Rogers & Company (of which he was the Rogers part of the name) in June of that year. Rogers set out on his own with a new company called Jefferson Works in Paterson, New Jersey . The Jefferson Works built textile and agricultural machinery for

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1584-571: The Golden Spike National Historic Site . In 1870, Rogers was involved in a suit against Jay Gould , James Fisk Jr. , William H. Rasson and C. V. Nason alleging that Rogers was charged unreasonable freight rates when delivering their products; the court decided in favor of Rogers, delivering indictments against the four men. In the mid-1870s, Rogers ended production of textile machinery and began concentrating solely on locomotive manufacturing. Rogers customers of

1656-487: The Riel Rebellion drew Steele away, Ross formed his own 25-man armed police force. To survive the capital crisis, infrastructure costs were reduced to a bare minimum. Not only did untreated wooden trestles provide all bridging, but cuttings were of minimum width, track was not ballasted , and no snow sheds were built. Ballasting only occurred three years later. Although accurately predicting construction costs

1728-671: The Western and Atlantic Railroad . The railroad named the locomotive The General . This locomotive, best known for being at the heart of an American Civil War incident , is now on display at the Southern Museum of Civil War and Locomotive History (the Big Shanty Museum) in Kennesaw , Georgia . Not only were Rogers locomotives known in the industry for their power, but they were also known for their endurance. It

1800-505: The " Golden Spike " ceremony at Promontory , Utah , to celebrate the completion of the First transcontinental railroad . The unit was rebuilt in the early 1880s, and redesignated as road No. 343 in 1885. No. 119 was retired and sent to the scrapyard after nearly 35 years of service in April 1903. A full-scale, operating replica was completed in 1979, and now is part of an operational display at

1872-688: The "Thomas Rogers Building" and is now the home of the Paterson Museum . The museum preserves and displays artifacts of Paterson's industrial history. A 2-6-0 locomotive that was used in the construction of the Panama Canal is on display outside the museum, but it is one that was built by ALCO-Cooke (the former Cooke Locomotive and Machine Works plant, also located in Paterson) and not by Rogers. The following locomotives (in serial number order) built by Rogers, before ALCO's acquisition of

1944-566: The Creative and Performing Arts , Pittsburgh, Pennsylvania Sports facilities [ edit ] Rogers Arena , an arena in Vancouver, British Columbia, Canada Rogers Centre , a sports stadium in Toronto, Canada, formerly called "SkyDome" Rogers Place , an arena in Edmonton, Alberta, Canada Other uses [ edit ] USS  Rogers , two ships Rogers Airfield ,

2016-545: The Illecillewaet River. On May 28, 1881, the party followed a branch of the river past "Syndicate Peak" (now Mount Sir Donald ), discovering a large level opening between the mountains where the waters flowed east and west. (Some secondary sources state that Rogers only saw the pass from a distance, but this is contradicted by first-hand reports.) To get a better view of the landscape, Rogers, his nephew A.L. Rogers and some of their Shuswap guides then climbed to

2088-717: The Rogers Locomotive Company plant. In 1901, the year that Jacob Rogers died and the same year that the American Locomotive Company (ALCO) was formed through the merger of eight other locomotive manufacturers, the company reopened as the Rogers Locomotive Works. Reuben Wells was again the shop superintendent, but the firm was at a competitive disadvantage. Not enough capital investment was made to purchase new equipment or in research and development. ALCO and Baldwin ,

2160-479: The Rogers plant until 1913 and used the Rogers facilities through the 1920s as a parts storage facility and warehouse. Eventually, ALCO sold the property to private investors. Today, several Rogers-built locomotives exist in railroad museums around the world, and the plant's erecting shop is preserved as the Thomas Rogers Building; it is the current location of the Paterson Museum , whose mission

2232-480: The Rogers plant until 1913 when manufacturing at the plant ceased permanently. Locomotives built at the Rogers plant under ALCO are generally referred to as locomotives built by ALCO-Rogers. ALCO used the Rogers plant buildings as warehouses well into the 1920s, but eventually sold off all of the property. The original Rogers erecting shop was converted into office space and was still in use in that manner as late as 1992. The erecting shop building has since been renamed

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2304-556: The United States; the Licking , serial number 92, built for the Mansfield and Sandusky Railroad , generated 110  psi (760  kPa ) of steam pressure and could pull a 380- short-ton (345  t ; 339- long-ton ) train up a grade of 16 feet per mile (3 m/km) or 0.3%. Arguably, the most famous locomotive to come out of the Rogers shops was built in 1855. Rogers built a 4-4-0, serial number 631, in December of that year for

2376-556: The amount of wear on the track caused by the weight of the driving rod and wheel all coming down at once during the wheels' rotations. Before Sandusky' s construction, driving wheels were typically built with wooden spokes, much like wagon wheels. Some accounts also state that Sandusky was the first locomotive to feature a whistle , but this has since been proven false. Rogers was not working completely alone in American locomotive manufacturing. In 1837, in addition to building

2448-472: The car smashed into the stationary train. That year, a young snow shed worker, who refused to seek and pay for medical treatment, died of fever. On his person was $ 3,000 in cash. 1889: When a freight and passenger train collided in a snow shed to the east, one person was seriously injured and the locomotives received extensive damage. 1890: A cook deliberately poisoned a brakeman, who later died. 1891: A car inspector slipped while boarding and fell beneath

2520-486: The company as Rogers Locomotive and Machine Works and led the company until he retired in 1893. Robert S. Hughes then became president and reorganized the company as Rogers Locomotive Company , which he led until his death in 1900. Rogers avoided the 1901 American Locomotive Company (ALCO) merger by closing and reopening as Rogers Locomotive Works, but the company's independence lasted only until 1905, when ALCO purchased it. ALCO continued building new steam locomotives at

2592-501: The company's first locomotive, Rogers also filled orders from fellow locomotive builders Matthias W. Baldwin (founder of Baldwin Locomotive Works ) and William Norris (founder of Norris Locomotive Works ) for locomotive tires of various sizes. Once Rogers started working on his own locomotives, however, no further orders from either Baldwin or Norris were forthcoming. Within Rogers' own shop, William Swinburne worked as

2664-565: The crest of a nearby mountain ridge, later identified as the ridge between Mount Macdonald and Avalanche Mountain . From here they could see the Beaver River valley on the east side of the Selkirks. Running out of food, the party turned back west. Although they had found a pass, they had been unable to explore its eastern approach, a distance of 18 miles (29 km) from the junction of the Beaver and Columbia rivers. Returning in 1882 from

2736-424: The dining hall, a former railway house the office, and prefabricated cabins housed the employees. Radio reception was poor. Entertainment, such as movies, or a haircut, required train travel to the nearest towns. Similarly, all supplies came in by train for the workforce of about 500 who built the 28-mile (45 km) highway. West of the summit, much of the original route was used. To the east, excavations uncovered

2808-463: The east, Rogers followed the Beaver River and Connaught Creek (formerly Bear Creek), and on July 24, 1882, he reached the same pass, confirming its existence and the feasibility of a railway route. Rogers refused to cash the $ 5,000 cheque, and instead framed it upon his wall until CP General Manager William Cornelius Van Horne offered him a gold watch as an incentive to cash it. Folklore has generated many later variations of this story. The discovery

2880-499: The grade. 1911: A body found near Six-Mile Creek suggested a hopper , who boarded a freight train at the pass, had jumped to his death. 1912: When an eastbound passenger train ran into snow slide, three cars derailed, but no serious injuries occurred. However, a slide at Albert Canyon struck the rescue wrecker . The locomotive and three cars toppled over, killing a crew member and injuring three others. 1913: An engineer, who fell into an underground draining trough of heated oil at

2952-715: The immediate capital costs for the Selkirks and Big Bend options were similar, the additional operating costs expected from the increased mileage eliminated the latter. As a general rule, if the interest payable on a capital investment was less than the expected savings on operating costs, CP made the investment. Decisions were a trade-off between immediate costs and delayed costs. Later traffic revenue enabled upgrades. The acute capital shortage during 1885, meant months of unpaid payroll, and minor strikes. Captain Steele and his small North-West Mounted Police force protected construction manager Ross from confrontations with workers. When

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3024-485: The largest locomotive manufacturers in North America, held too much of a lead in manufacturing and selling their own locomotives for Rogers to keep up. Compounding Rogers' troubles further, the firm had no nearby rail connection, the closest railroad, Erie Railroad , being located approximately 0.57 miles (0.92 km) to the east, making transporting materials and locomotives time-consuming, increasingly more so as

3096-399: The latter still holds, the title of longest railway tunnel in North America. Connaught handles eastbound traffic, and Mount Macdonald westbound. In 1908, a new wagon road was built from Laggan . Two decades later, a proper highway linked Lake Louise and Golden. The selection of a Golden–Revelstoke link via the 174-kilometre-longer (108 mi) Big Bend , rather than over the Selkirks, was

3168-630: The line was shut down for the winter. After slide damages were repaired, the line opened to through traffic the following June. Route details. Only the crest and eastern slope of the Connaught Tunnel route is underground. CP's traffic predictions proved largely correct. Contrary claims that early traffic would be mainly eastbound were unfounded, but became a reality within 20 years. Two pusher locomotives , each needing crews, were adequate for each side. However, pusher gradients were expensive to operate. Most loaded freight trains required

3240-409: The mid-19th century continued purchasing their locomotives. The Louisville and Nashville Railroad (L&N) purchased so many locomotives from the company that the railroad was given a free locomotive as a thank-you bonus in 1879. Reuben Wells was appointed as shop superintendent in 1887. Jacob Rogers, now in his late 70s, gradually passed more and more responsibility to Wells until Rogers resigned

3312-410: The moving passenger train, which cut off his left leg below the knee. 1897: An employee lost three fingers that were caught while coupling cars. The locomotive taking him to hospital derailed, delaying his arrival. 1898: During loading operations, a log slipped and fractured a worker's skull. In a coma for days, the outcome appeared to be total deafness from burst eardrums. 1900: While uncoupling

3384-420: The only services for 150 kilometres (93 mi). After expiring in 2010, the lease continued on a month to month basis. The new owners, who acquired the property in 2008, failed to meet their legal obligations to the previous owners, Parks Canada , and others. Parks Canada terminated the lease in 2012. The gas station and lodge, closed in 2009 and 2012 respectively, were both demolished in 2018. 1886: When

3456-518: The pass functioned as if it were a divisional point . Assigning the most powerful locomotives, the Selkirk section had 12 in 1898 and 18 in 1908. Pushers increased from 5 in 1908 to 11 in 1914. Oil storage facilities were built for the 1912 conversion to oil-fired locomotives in the mountains, eliminating firemen and fire patrols. Additionally, the constant steam pressure increased the tonnage capacity. In 1915, seven employees received 25-month sentences for creating ghost employees . One year after

3528-414: The pass, seemingly causing no passenger injuries. During summer months, trains ran on separate tracks outside the sheds. Although the tunnel removed the avalanche danger for that section, the problem persisted along neighbouring segments. In 1886, the features of a transient construction community remained. Drinking and gambling characterized the 15 hotels. A single provincial police officer maintained

3600-527: The peace. Transitioning to respectability, formal dances were held. The hamlet of about 50, included two general stores, two hotels, a butcher, a barber, and CP boarding house. Storekeeper James M. Carroll was postmaster 1890–1892, his store appearing to have barely outlasted his competitor. In 1893, the Queens Hotel, the only one remaining, was renamed the Dewdrop Inn. William Cator, CP agent,

3672-673: The preferred route through the Canadian Rockies was the northerly Yellowhead Pass . After awarding the contract, the government allowed CP to amend the designated crossing to the Kicking Horse Pass . Although believing the change advantageous, hindsight indicates the Yellowhead and CP's 1898 Crowsnest Pass would have provided a more economical and strategic combination. Poor judgement best describes this unfortunate decision that created lasting impediments for both

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3744-459: The presidency in 1893. The company was then reorganized as the Rogers Locomotive Company. After just over 60 years, the Rogers company would no longer be run by a member of the Rogers family. The company reorganized under its former treasurer and new president, Robert S. Hughes , as the Rogers Locomotive Company; Jacob Rogers remained the company's principal investor. Hughes led the company until his own death in 1900. A year later, Jacob Rogers closed

3816-455: The railway and highway. While the transcontinental advanced across the prairies, the railway sought a way over the unexplored Selkirks. In April 1881, CP offered Major A.B. Rogers naming rights and a $ 5,000 bonus to locate a pass. Walter Moberly had discovered Eagle Pass just to the west, and based on suggestions in Moberly's reports, Rogers started out from what is now Revelstoke, up

3888-454: The remnants of the roundhouse destroyed by the 1899 slide. The provincial government held an official opening ceremony in July 1962, whereas the federal one was the following September. This scenic route reduced bus travel time by five hours. Prior to 1962, snow sheds provided the only control measure. Three concrete sheds exist on the eastern slope. To keep the highway and railway open during

3960-496: The right thigh of a worker. Later that year, while infilling a trestle a few hundred feet east of depot, the brakes failed as the final cars were being emptied. When the 14-car train derailed, the employees jumped clear, but the locomotive fell upon the fireman, fatally crushing him. The engineer fractured his leg, and two others sustained lesser injuries. Two months later, by snow shed 17, a brakeman fell from an eastbound train, costing him his left arm. 1908: During excavations with

4032-497: The role. A 1910 fire destroyed this hotel/boarding house. The store was saved, but badly scorched. The 1916 fire that destroyed the Morris store and residence preceded the move to the new community of Glacier near the west portal . The school similarly relocated. Beneath Rogers Pass are the 8.0 km (5.0 mi) Connaught Tunnel (1916) and the 14.7 km (9.1 mi) Mount Macdonald Tunnel (1988). The former once held, and

4104-399: The roundhouse, later died from the scalding. 1914: Run over by a train, a man survived with serious injuries. Rogers Locomotive and Machine Works The company was founded by Thomas Rogers in an 1832 partnership with Morris Ketchum and Jasper Grosvenor as Rogers, Ketchum and Grosvenor . Rogers remained president until his death in 1856. His son, Jacob S. Rogers , reorganized

4176-510: The shop foreman until he moved on to form his own locomotive manufacturing company, Swinburne, Smith and Company in 1845. After Swinburne left Rogers, John Cooke also worked at the Rogers plant. Like Swinburne, Cooke later went on to form his own locomotive manufacturing firm, Danforth, Cooke & Company . Another engineer who worked at Rogers was Zerah Colburn , the well known locomotive engineer and, later editor and publisher. Colburn was, around 1854, "superintendent and/or consultant" at

4248-520: The snowplowing difficulty. This road finally opened in 1940. A proposal to upgrade to Trans-Canada Highway standards a decade later, determined that the Selkirks route would be cheaper, and not conflict with the Columbia River hydro-electric potential. Constructed 1956–1962, headquarters of the four camps was one-quarter mile (400 m) from the Glacier station. The former schoolhouse was

4320-405: The surrounding city of Patterson was built up and larger engines were ordered. Faced with stiff competition and an inability to increase its own capacity, Rogers Locomotive Works was purchased by ALCO in 1905. Rogers' last independently built locomotive was serial number 6271, a 0-6-0 tank locomotive built for W. R. Grace & Company in February 1905. ALCO continued building locomotives at

4392-513: The title Rogers . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Rogers&oldid=1255387822 " Categories : Disambiguation pages Place name disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Rogers Pass (British Columbia) Rogers Pass

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4464-592: The tunnel opening, the right-of-way over the pass was handed over to the Parks Department for a wagon road, and the snow sheds were removed. Some sections of the abandoned railway eventually became walking rail trails in Glacier National Park. The extent and cost of snow sheds had been grossly underestimated. Snow shed construction continued until 1890, but only in places displaying consistent problems, and only where diversions were not

4536-557: The westward railhead had only reached Medicine Hat , still leaving time to find an alternative to the equally problematic Kicking Horse Pass. Moberly advocated Howse Pass . During the time it took to determine a practicable Kicking Horse/Selkirks route, the railhead had advanced up the Bow Valley making it too late to use Howse, which required an access from the North Saskatchewan River Valley. Since

4608-579: The winter, the Royal Canadian Artillery has since used 105-millimetre (4.1 in) howitzers to knock down unstable snow under controlled circumstances to reduce avalanche hazards. Stopping is prohibited in high-risk locations. Camping, cabins, and an information centre make up the Glacier park facilities . The Northlander Motor Hotel, opened in 1964, was renamed Glacier Park Lodge. The teal-roofed lodge, restaurant and gas station were

4680-440: The works where he introduced a number of improvements in locomotive design. His assistant was William S. Hudson who succeeded Rogers after he died in 1856, and was responsible for further engineering enhancement. Hudson would remain with Rogers until his own death in 1881. Rogers locomotives were, from very early in the company's history, seen as powerful, capable engines on American railroads. The Uncle Sam , serial number 11,

4752-472: Was a scenic stop. The twice daily summer service from 1908 continued into the winter, instead of reducing to one train, and increased to three trains the following summer. In 1905, CP installed a water-powered bucket system to fill the coal hopper. The next year, the four-locomotive engine house was enlarged to accommodate six locomotives. In 1907, a track deviation created more yard space to handle increased freight. Housing key staff and extensive equipment,

4824-520: Was actually built by Robert Stephenson and Company of England in 1835. This locomotive was the McNeil for the Paterson and Hudson River Railroad . It took another two years before Rogers received its first order for a complete locomotive. In 1837, the Mad River and Lake Erie Railroad ordered two locomotives from Rogers to form the beginning of the railroad's roster. The first of these two locomotives

4896-438: Was difficult, especially in a mountainous region, total overruns were reasonable. The eastern approach up the Beaver River required some of the largest trestles on the line. In early February 1885, three avalanches struck. At MacKenzie camp, 6 miles (10 km) west of the summit, a worker was buried. At McDermot camp, 2 miles (3 km) away, three buried men were never found. At the summit, three occupants escaped through

4968-409: Was due in part to the efforts of Moberly, his assistant Albert Perry and their First Nations guides, who had explored the Illecillewaet River on the west side of the pass fifteen year earlier. In later life Moberly stated that Perry reached the pass in 1866, but there is no contemporaneous evidence for this. Rogers blindly believed the pass presented no special engineering difficulties. By May 1883,

5040-478: Was negligible. Usually, passenger trains did not need pushers, and until 1902, the 5– to 9–car service was daily. On rare occasions, trains were as long as 12 cars. The 1886 average mountain speed of 12 mph (19 km/h) had increased to 18 mph (29 km/h) by 1902. By 1913, to maintain this speed, the 9-car trains required a pusher. Scheduled stops for breakfast, lunch, and dinner existed at Field , Glacier House , and North Bend . Albert Canyon

5112-458: Was postmaster 1893–1899. In 1899, the population was 25–30, a community newspaper operated, and a school existed. John Taylor, CP agent, was postmaster 1899–1901. When the station relocated, the community buildings followed suit. Public functions were initially held in the CP boarding house. Residents built a new boarding house for the manager, after she was terminated for not housing scabs during

5184-602: Was the Sandusky , which became the first locomotive to cross the Allegheny Mountains (albeit by canal boat and not by rail), and the first locomotive to operate in Ohio . Sandusky included features designed by Thomas Rogers that had not been seen in locomotive construction to date. It was also the first locomotive to use cast iron driving wheels , and the wheels included built-in counterweights to reduce

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