The Grantville Gazette - Volume 7 Part 34

Mile 13W Weimar siding In Weimar we go west around the city to the siding north of the town.

Mile 27W Erfurt station, water supply In Erfurt, we stay south of the town. The Erfurt region is the center of woad production which gives a nice blue dye. With Lothorien Farbenwerke producing aniline colors out of tar we might encounter a bit more resistance to the new times here.

Between Erfurt and the next stop, Gotha, is a small but fertile plain with some prominent hills. On three of them are Castles called "Die drei Gleichen."

Mile 45W Gotha siding, water and coal supply The economy of Gotha is similar to that of Erfurt. Woad is the cash crop here too, albeit on a bit smaller scale. The station is south of the town, and is reached just after crossing a little creek.

Two miles west from Gotha we leave the valley and climb up a bit to the valley of the Horsel. We will stay in this valley all the way to Eisenach and Horsel. But we have to be careful because this little creek is known for flash floods. We stay on its right side (north sh.o.r.e) as there are fewer tributaries to cross there. Just before reaching Eisenach we cross the Horschel. A possible further siding is at Mechterstedt(Mile 55 W).

Mile 65W Eisenach Station A bit of woad, a bit of copper, a bit of timber. It's a small sleepy town. About 10 miles south east is the town of Ruhla, renowned for its knives.

We stay between the river and the walls of Eisenach and go west for 4 miles. The valley opens up to the Werra river here.

Mile 69.5 W Horschel siding, water and coal supply, turning Y loading point/small harbor on the Werra This station is built only to facilitate loading to s.h.i.+ps on the Werra river. The neighboring village Wartha (1Mile) might be suited as well. The Horschel (or Wartha) siding will give access to the river system of the Weser, which allows waterborne traffic downstream to Bremen and to Ka.s.sel. By using the Weser river we are able to go even to Minden, about 35 Miles West of Hannover.

Upriver, Werra goes around the Thuringer Wald and meets Schmalkalden and Meinigen. But it soon becomes too shallow for any s.h.i.+pping. An upgraded ferry or a combined bridge for carriages and railroad here in Horschel would help all road traffic that goes further west to Ka.s.sel and southwest to Fulda and Frankfurt.

Track 3c: The Suhl Annex Track length 14 Miles This is a typical example of a branch line. The only special feature of this track is that it sits on the best way to Suhl, a town important for its gun making business.

Mile 0 Gotha siding, water and coal supply The track branches from the mainline just west of the siding. It turns south and pa.s.ses some small villages. After four miles, it meets a small creek with a collection of mills. It follows the creek for about a mile, then turns west and climbs a bit for half a mile just to turn south again to get into Ohrdruf.

Mile 10 Ohrdruf siding Ohrdruf is a town with craftsmen, lumberjacks, a bit of sheepfarming and a small smelter.

From Ohrdruf the line goes along the Ohre creek. This creek is lined with over twenty water wheels in mills of various types over the next few miles, as the water supply is good and steady here. One of the mills is the famous Tobiashammer.

Mile 12.5 Luisenhain, el.450m stopping point Lumberjacks and hands for the mills live here. Their beer is well regarded.

Mile 14 Schwarzwald, el.480 station, water supply Small village with five lumber mills. Just above is the Kaferburg. Our track ends here because the conditions for railroad make it too difficult to continue. To get to Suhl on the other side of the Thuringer Wald with rail we should use a different valley and we still would need a tunnel about two miles long. So, it's not possible now.

But we have a road (the "Leubenstra.s.se") pa.s.sing through to Suhl here. It's fairly old and well regarded. It can be refurbished to create a 1634 version of an "Autobahn." Two broad lanes, drainage along both side of the road, reliable bridges over all small creeks, the surface sealed with cobblestones and all maintained regularly. This road of 16 miles should go via Oberhof (elev. 800m), Zella St. Blasi (elev. 500m) to Suhl (elev. 450m). A pickup with a snow plow and spike wheels/snow chains should be able to keep this track open for much longer in winter. The telegraph line will go with the road and "island" stations will be established in Zella and Suhl for acquiring freight for the railroad.

The main track could be extended on the west end to Ka.s.sel, the capital of our ally the Markgraf of Hessen-Ka.s.sel. We would start in Eisenach and go via Bebra to Ka.s.sel. Another idea is to go from Bebra via Bad Hersfeld, Fulda to Frankfurt/Main and Mainz. But politics are not clear here for now. On the Eastern Part the line could go from Gera to Zwickau (Coal), Chemmnitz, Freiberg (Silver), Freital and Dresden. All this track would go though Saxony. We have to wait until the political situation has improved and the Saxons are firmly on our side.

Line No. 4: Franconia Line (from Grantville to Nuernberg) Track length 75 Miles The Franconia line will cover our southern connections. Access to Bamberg would give us access to the Main and therefore to all rivers of the Rhine. Bamberg is the traditional port where the road transit to the Danube River starts. Nuernberg sits on this way.

Our biggest challenge will be the crossing of the Thueringer Wald. With the chosen track we will have a average grade of 1.5 % for about 10 miles. To get a train to the other side with its full load, we could use the help of double traction or a bank engine. But I think for most trains that would not be necessary.

As the higher regions get more than a meter of snow for about two to three months of the year, we should consider some snow plows to keep the track open as long as possible.

Mile 0 Grantville Junction near the US Steel construction site outside the western rim of ROF Elevation 230m

Mile 2.7 Saalfeld el. 240m stopping point on the northern Border of Saalfeld near the bridge.

Line 4 starts just after this stop. It stays south while the line to the Kamsdorf mines branches and turns east. Line 4 proceeds on the left bank of the Saale for about two miles. At Kaulsdorf the track leaves the Saale river and heads south up into the rather small valley of Loquitz creek.

A possible further siding should be at mile 8 at the village Loquitz (elevation 277). Along the Loquitz creek are some water mills and we have the opportunity to build some more.

Mile 17.2 Probstzella el. 340m siding There are slate mines here. This durable and light material is used on roofs and walls in the region.

(Probstzella is barely visible in the southeastern corner of the biggest of John Biel's maps.)

Mile 19.7 Lauenstein stopping point This is a small border village between Thuriniga and Fraconia, with a castle brooding on a hill nearby.

Mile 21.5 Ludwigsstadt el. 446 siding, water and coal supply, meteorological station Just before Ludwigsstadt, we crossed the highest point in our track; we are in Franconia now. We have access to the path/road of Rennsteig on top of Thuringer Wald.

We have to construct a big bridge (650 feet long, apex 85 feet high) over the Trogenbach valley. A detour is not viable as it would need two very steep climbs. For the bridge I propose a wooden construction, as it could be built fastest. Because of the long building time, the bridge has to be started well in advance of the actual laying of track. The trestle work has to last for only ten years as it will be replaced with a stronger structure once there is enough traffic to justify it.

As we are still high in the mountains, the bridge will be subject to strong winds. The keeper of the nearby station will have to act as a keeper of the bridge, too. When the winds become too strong, or ice is on the bridge, the track has to be closed.

From the bridge, the track continues straight south. A possible further siding is at Mile 29 in Forstenberg.

Mile 35 Rothenkirchen stopping point This little town and its surroundings belong to Bamberg. Notable is the big Rittergut Ha.s.slach (manor Ha.s.slach) nearby which escaped the destruction of the war. It might be an notable customer before long.

Mile 39 Stockheim station, water and coal supply A source of coal! Not only in this valley but just 100 meters away from the track. After Stockheim, the track heads southwest.

Mile 44 Kronach stopping point Just before Hochstadt we cross the Main river. Here, it's still small. We are now in the Main valley and will stay on its left (southern) bank.

Mile 55 Hochstadt el.268m The best road to Bayreuth starts here. It's in essence up the Main in direction southeast. The Main is going in the general direction west but with many bends. We follow the valley but cut the bends for our track.

Mile 56 Michelau stopping point

Mile 58 Lichtenfels el. 271m station, water and coal supply Lichtenfels and Michelau have business of making cane furniture and are starting points for rafting timber down the Main. The area we crossing now is called Frankischer Jura. The Main comes gradually from direction west to south in the next 20 miles. We will follow the Main until it makes another a sharp bend to west, where the city Bamberg is situated.

The whole area to and around Bamberg is well suited for growing vegetables. A possible further siding is a Mile 69 in Zapfendorf.

Mile 77 Hallstadt station, major harbor Just north of Bamberg, on the confluence of Regnitz and Main, we should build a major service center to exchange freight between s.h.i.+ps, trains and carriages. While the Main has a lot of bends, it gives easy access into virtually all western parts of Germany and as well as Alsace and the Netherlands. The river is also well suited for chain tugging.

Establis.h.i.+ng a small yard here to build s.h.i.+ps either of local resources or out of parts prefabricated in Magdeburg seems to be good idea, too.

Mile 78 Bamberg station, water and coal supply, train depot, engine workshop, turning Y We go further south from here and stay as usual on one side of the river, in this case, the Regnitz. The general direction is straight south. The Regnitz doesn't have many bends but the area is swampy. The whole area around the Regnitz valley up to Nurnberg is rich in places for mills.

Mile 85 Hirschaid stopping point Cane furniture, like that made in Lichtenfeld, is also made here.

Mile 89 Eggolsheim siding

Mile 93 Forchheim stopping point

Mile 97 Baiersdorf station, water and coal supply The area is renowned for its horseradish. A dire necessity if you consider the price of other spices and the dubious taste of salted meat after a few months.

Mile 103 Erlangen Station This town is now rather small but in OTL was well known for its university and its breweries. As Erlangen could become a kind of a suburb for Nurnberg in the future, Erlangen should be part of any railbound public transport system that is being established for Nurnberg.

Mile 112 Furth station A industrial town. Mirrors, gla.s.s, furniture, needles and jewelry are being made here. Furth is under simultaneous rule of the bishops of Bamberg, the count of Nurnberg and the elector of Brandenburg. A bit complicated, even by German standards.

The area between Furth and Nurnberg is called Garlic Land (k.n.o.blauchsland). Here is the battleground of Alte Veste. Here Gustaph Adolph won, with the help of new guns "Made in Grantville," a decisive victory over the imperial troops. With the help of his American allies, he was able to break Wallenstein's army, having Wallenstein himself disabled by Julie Sims in the process (See 1632 by Eric Flint). Probably some more permanent military installations will be built here, as the place remains of strategic importance.

Just before Nurnberg, we cross the tributary river Pegnitz. The bridge has to allow for the pa.s.sage of occasional boats out of the town.

Mile 117 Nurnberg (Nuremberg) station, water and coal supply, train depot, turning Y In Nurnberg, we will skirt around the southern part of the walled town and place the station on its southern outskirts. In view of its craftsmen's reputation for very fine and delicate work, it could be an excellent place to start industries in fine mechanics. Nuremberg also has a well known trade fair and good road connections. Having no guilds here is also fortunate for business.

From Nurnberg, one can go by road to various towns on the Donau (Danube). One of these roads could be replaced with a rail line. We could choose either Ingolstadt or Regensburg as our railhead later.

Regensburg seems to be a bit more appealing, but we would need to build the station there on high ground because of frequent flooding. We should build this access as soon as resources and political situation will allow, because a rail linkup to the Donau gives us access to the biggest trade network into the Balkans, Turkey, Black Sea area and even southern Russia. If we ever come to more friendly terms with Austria this link will see a lot of traffic to Turkey and over the Brenner Pa.s.s to Venice and Italy.

Until then, we will see a lot of military transports. The distance from Nurnberg to Regensburg is about 30 miles. Bibliography Rossberg, Ralf Roman, Geschichte der Eisenbahn, Sigloch Edition Kunzelsau 1977/1984 Weisbrod, Manfred et al., Dampflokarchiv Bd.1-4, Transpress Berlin 1979 Samter, Sr. Heinrich, Reich der Erfindungen, Reprint from 1901, Gondrom Verlach Bindlach 1998 Grosser Weltatlas, Planet Medien AG Zug Harnessing The Iron Horse: Railroad

Locomotion In The 1632 Universe

By Iver P. Cooper

Railroading in 1632 Canon At the first "cabinet meeting," Mike Stearns says, "We got rail tracks leading most of the way from the mine to the power plant, but as far as I know there isn't a locomotive anywhere around. We may have to haul it by truck." (1632, Chap. 8) The princ.i.p.al focus of this article will be on how the USE will design its first locomotives, but first I will explain what Canon (the entire set of 1632 series novels and anthologies) tells us about railroading after the Ring of Fire (RoF).

Mike decides that Grantville's best survival strategy is to use its "modern technology, while it lasts, to build a nineteenth-century industrial base." Mike muses, "Steam engines, steam engines. The railroads are about to make a big comeback in the world." (Chap. 11) By the time of Becky's first cablecast (Sept 10, 1631), some kind of new track had just been laid to the new foundry, "but the first steam locomotive was still being built." (Chap. 33). That was still true as of the October 8 cabinet meeting (Chap. 40).

The next reference to railroads in "canon" is in the David Weber story, "In the Navy" (Ring of Fire).

There, Eddie Cantrell lobbies Mike Stearns to turn over enough miles of salvaged railroad track to armor several ironclads, prompting complaints from Quentin Underwood about undermining the economy.

Nonetheless, the up-timers did lay steel rails between Grantville and Halle. Although incomplete, the line was in use as of a September, 1633 cabinet meeting (1633, Chap. 34). The trackwork was not modern steel T-rail, but rather "d.i.n.ky wooden rails with an iron cap." Quentin is equally contemptuous ofthe motive power; the "pathetic" cargoes are "being pulled as often as not by 'locomotives' made up of a pickup truck-or even a team of horses."

By June of 1634, when Iona left Grantville, the trains were running all the way to Halle ("Until We Meet Again," Grantville Gazette, Volume 4).

Besides the civilian railroad, there is also a railway battalion in the U.S. Army, commanded by Major Elizabeth Pitre. Its mission is to build and operate narrow gauge military railroads (TacRail). Pitre's activities are described in "Elizabeth" (Grantville Gazette, Volume 4). TacRail will not be discussed further here.

However, there are a few important references to the civilian railroad in "Elizabeth." At the beginning of the story, in summer 1633, Frank Jackson complains that the rail line to Halle had not yet been completed. Nonetheless, at that point Charlie Schwartz had already "worked on the railroad link to the coal mine and helped to build the steam locomotive." The story ends in spring 1634, when the railway battalion rides civilian flatcars to Halle.

Grantville Railroading Knowledge Having some track is nice, but it is not enough. We have to know how to plan out a rail network, manufacture and lay track, build locomotives and other rolling stock, and operate the railroad.

Naturally, there will be some information on railroads in the public libraries. Of the doc.u.mented sources (those known to exist in Mannington, or mentioned in canon), the most useful from a locomotive design standpoint are the encyclopedias (especially the "Railways" [EB11/R] and "Steam Engine"

[EB11/SE] articles in the Encyclopedia Britannica, Eleventh Edition) and Alexander's Iron Horses: American Locomotives 1829-1900.

There is more knowledge of railroads than just book knowledge stored in the libraries, of course.

The first group to whom would-be railroad barons may turn for help are the retired railroad workers.

According to the Up-timer Grid, there are ten such people in Grantville. These people have practical, first-hand experience with real railroads. They may also have souvenirs of interest. But bear in mind that a ticket taker isn't going to know how to build a firebox.

Next, there are the mineworkers. Some of them may have laid narrow gauge track to service the mines, or operated and repaired the mine cars or even locomotives. ("Elizabeth" says there were a couple of locomotives used in the Joanne mine.) * * *

The third group are "rail fans." They may go out and watch (and perhaps photograph) real trains in operation, try to ride behind particular locomotives or on particular tracks, collect books, videos and railroad memorabilia, or build and operate model railroads.

There are at least three rail fans (Hardy, Pitre, and Szymanski) so identified on the Grid; there may be additional hobbyists. A town the size of Mannington (the model for Grantville) is likely to have five to seven model railroaders (Atlas Model Railroad Forum).

Of the rail fans, "Monty" Szymanski is of particular interest because he "helped restore locomotives for the Ca.s.s State Park Scenic Railway and had built several one-eighth scale models of steam locomotives." (Up-timer Grid) * * *

Even up-timers who are not retired railway employees may have something to contribute. There are the steam engine buffs, of course. People who rode a scenic railroad may have home videos of the experience. Movie lovers who have videotapes of any of the many movies, including Westerns, mysteriesand thrillers, which contain locomotive or other railroad footage. We know that The General (1927) is available; that is the movie which introduced Buster Keaton to the down-timers.

Motive Power A train, running on rails, may be propelled by any of several different means. Despite Quentin Underwood's sneering, animal power is actually a pretty reasonable propulsion system, at least for moderate speeds and loads. A draft horse, with a body weight of 1,200 to 2,000 pounds, can, for as long as ten hours, exert a pull of 180 to 220 pounds. If the load is carried in a wheeled vehicle, riding on rails, the rolling resistance of the load is perhaps 1/100th to 1/250th of its weight. In other words, a 200 pound pull moves a 20,000 to 50,000 pound (ten to twenty-five ton) load, i.e., 1000% to 2500% of the body weight. (See Cooper, "Transportation Cost FAQ," www.1632.org .) Teams as large as thirty horses were used in the American West to haul heavy loads. Even an eight horse team can move 80 to 200 tons on rails.