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・ Stevens Institute of Technology International
・ Stevens Lake
・ Stevens Lakes (Idaho)
・ Stevens Linen Works Historic District
・ Stevens Memorial Hall
・ Stevens Model 520
・ Stevens Model 77E
・ Stevens Model Dockyard
・ Stevens Mokgalapa
・ Stevens Mountain Airport
・ Stevens MRT Station
・ Stevens Park
・ Stevens Park Estates, Dallas
・ Stevens Park Village, Dallas
・ Stevens Pass
Stevens Pass Historic District
・ Stevens Pass Ski Area
・ Stevens Point Area Public School District
・ Stevens Point Area Senior High School
・ Stevens Point Brewery
・ Stevens Point Municipal Airport
・ Stevens Point Transit
・ Stevens Point, Wisconsin
・ Stevens rearrangement
・ Stevens Reed Curcio & Potholm
・ Stevens Rock
・ Stevens Run (Rock Creek)
・ Stevens School
・ Stevens School (York, Pennsylvania)
・ Stevens Square, Minneapolis


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Stevens Pass Historic District : ウィキペディア英語版
Stevens Pass Historic District

The Stevens Pass Historic District is an area within a large rectangle and extends from the Martin Creek Tunnel on the western slope of the crest to the eastern portal of the present Cascade Tunnel above Nason Creek on the eastern slope. The area is ruggedly mountainous and the terrain is covered with timber and granitic outcroppings. The Cascade Range interfered with the Great Northern Railway effort to develop a deep water western terminus in Puget Sound. A gap in the Cascade Range, at Stevens Pass, was found suitable at an elevation slightly in excess of about east of Seattle. The first effort an elaborate switchback system, replaced by a tunnel which was itself replaced by a second tunnel.〔Hansen, David M.; Stephens Pass Historic District; 76001884; National Register Inventory—Nomination Form, October 22, 1976, in digital files of National Park Service, Washington, D.C.〕
==Switchbacks==
A survey was made in 1890 and 1891. A route complex route over Stevens Pass was devised using a set of switchbacks. Benches were cut into the mountainside. Timber trestles were used to span small valleys. Three lettered switchbacks were built on the eastern slope and five on the steeper western slope; the approach grade to each was a maximum of 2.2% although the grade increased within the switchback system itself to a maximum of 3.5% on the east and 4.0% on the west. Trains traversing the route entered a spur about 1000 feet long at the end of each switchback, the track was switched and the train moved out again to the next leg, a tedious process of going forward and then in reverse until the Cascade Range was crossed.〔
The switchback route complicated and time consuming. Thirteen miles (21.3 km) of track were needed to connect two points three miles apart. Winter snows and slides made the passage slow and not practical for extended use. By 1897, a better route was method was needed to cross the range. A tunnel was began in 1897, which would by-pass the switchbacks.〔

抄文引用元・出典: フリー百科事典『 ウィキペディア(Wikipedia)
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