San Antonio daily light. [volume] (San Antonio, Tex.) 1886-1907, 1896-06-21
UP PIXIES PEAK.
THE DELIGHTFUL EXPERIENCE OF
ONES FIRST ASCENT.
You Make it in a Cog Wheel Train in a
Little Over an Hour-A View From
the Top of the Peak, Etc.


in hat part of the country at present:
Denver, Col, June 15.-Arriving at
Manitou, a small picturesque village,
a ''cog-wheel' train, which runs up
at the foot of Pixies Peak, l boarded
to the summit of the grand old peak.
The trains on the "cog wheel route
are built as an average train seen on
any railroad, except the wheels are
mammoth cogs, operating on rails, ht-
tives are also smaller in construction,
but more powerful than an ordinary
one.
The ascent is easily accomplished,
and the traveller who makes it in this
luxurious manner hardly appreciates
the amount of study, work and engin-
eering skill required to accomplish
such a task as this.
The first project for building n rail
road to Pixies Peak summit took form
in 1884, when work was commenced
and nearly so miles graded for a line
which was intended to reach that
point by a circuitous route 80 miles in
length with a ) per cen maximum
gradient; but owing to insufficient fl
nancial support, occasioned by ad-
verse opinions as to the ultimate sue
cess of the scheme, the work was
abandoned.
The feasibility of the Manitou and
Pixies Peak railway, as now con
structed, was conceived in 1888, and
some preliminary surveys made that
year. Grading was commenced III
1889, and the golden spike driven Oc-
tober 20, 1890.
The construction of this railroad
differs in two respects from ordinary
railroads; first, in the very heavy
gradient, which, in a few feet less
than nine miles, overcomes an eleva-
ton of 1918 feet; second, the system
of Abt rack rail used, which forms a
continuous double ladder, into which
the toothed wheels of the locomotive
work.
The roadbed, which is from 10 to ~
feet in width, is most substantial, be-
ing cut from or built upon solid rock
in many places. There is no trestie
work whatever; the four short bridges
on the line are of iron, resting on solid
masonry. To prevent the moving or
sliding of the track, which is within
the dim shade of possibility, owing to
its enormous weight and the effect of
varying temperature upon iron and
steel, 146 anchors are imbedded into
the solid rock or masonry at distances
of from 200 to 1,4O0 feet apart, ac-
cOrding to the grade.
Tha oonamop IN 40 no,1ndS nor pa raI
are the ordinary rails used, and they
are laid to standard gauge. The office
of these rails is to carry the weight
and guide he train, all the pushing
force being exerted upon the rack
rails. These rack rails are made from
the best adapted Bessemer steel, tine
teeth having been cut from the solid
piece by machines especially con
structed for the purpose. They are SO
inches long, and vary in weight from
81 to 3113 pounds per foot, the heav-
lest mes being used on the steepest
grades. So particular were the con.
%structors that the contract for making
these rails required that each tooth be
within the fiftieth part of an inch of
the specified size. This nicely of de-
tail characterized the work through
out. In the center of the track is the
rack lader, which is formed by two
rack rails set rs inches apart, which
are firmly held by four bolts two 10
the center and one at either end, to
three ~die-forged chairs, which in turn
are securely fastened to the extra
long and heavy ties. The rack rails
are laid so as to break joints, and the
teeth are also staggered, thus giving
the two double wheels of the locomo-
tives practically an V e bearing at
all times.
The exact length of road is AZ, 1892
feet, and the average grade is 16 per
cent, or S44.S feet to the mile. The
maximum grade is % per cent, and
the sharpest curves are 16 degrees, or
a curve within a radius of 359 feet.
The present equipment of the road
consists of four locomotives and siY
passenger coaches.
The locomotives are of the four
cylinder Vauclain compound pattern;
the high and low pressure cylinders
are 8 and 10 inches in diameter re-
spectively, and 22-inch stroke. The
steam pressure carried in the boiler
is 200 pounds. Each engine is pro-
vided with two double steel cog
wheels, through which the power is
applied; extending from the sides of
these wheels are four corrugated sur
faces, upon which the powerful steam
and hand brakes do their work. Eth
er of these brakes is sufficiently pow
erful to stop the locomotive and train.
The steam cylinders are also fitted
with the LIE Chatter water brake, and
as air cQmpressors to regulate the
speed Of the train.
The coaches are Of the culinary de-
sign, except being more luxurious IN
their interior finish; each has a seat
ing capacity of 80 persons, and the
seats are so arranged that, mechanic
ally, they are always on a level, no
matter how steep the ascent may be.
The locomotive pushes the car in as
cending and PROCEEDS it when decend-
ing, thus giving perfect control over
the car, which, because of NOT being
coupled to the locomotive, can be let
| dawn in~dnDandpntly