Varsity Magazine Vol. 6 No. 34
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Transportation on the Minneapolis Riverfront
RAPIDS, REINS, RAILS: TRANSPORTATION ON THE MINNEAPOLIS RIVERFRONT Mississippi River near Stone Arch Bridge, July 1, 1925 Minnesota Historical Society Collections Prepared by Prepared for The Saint Anthony Falls Marjorie Pearson, Ph.D. Heritage Board Principal Investigator Minnesota Historical Society Penny A. Petersen 704 South Second Street Researcher Minneapolis, Minnesota 55401 Hess, Roise and Company 100 North First Street Minneapolis, Minnesota 55401 May 2009 612-338-1987 Table of Contents PROJECT BACKGROUND AND METHODOLOGY ................................................................................. 1 RAPID, REINS, RAILS: A SUMMARY OF RIVERFRONT TRANSPORTATION ......................................... 3 THE RAPIDS: WATER TRANSPORTATION BY SAINT ANTHONY FALLS .............................................. 8 THE REINS: ANIMAL-POWERED TRANSPORTATION BY SAINT ANTHONY FALLS ............................ 25 THE RAILS: RAILROADS BY SAINT ANTHONY FALLS ..................................................................... 42 The Early Period of Railroads—1850 to 1880 ......................................................................... 42 The First Railroad: the Saint Paul and Pacific ...................................................................... 44 Minnesota Central, later the Chicago, Milwaukee and Saint Paul Railroad (CM and StP), also called The Milwaukee Road .......................................................................................... 55 Minneapolis and Saint Louis Railway ................................................................................. -
40Thanniv Ersary
Spring 2011 • $7 95 FSharing tihe exr periencste of Fastest railways past and present & rsary nive 40th An Things Were Not the Same after May 1, 1971 by George E. Kanary D-Day for Amtrak 5We certainly did not see Turboliners in regular service in Chicago before Amtrak. This train is In mid April, 1971, I was returning from headed for St. Louis in August 1977. —All photos by the author except as noted Seattle, Washington on my favorite train to the Pacific Northwest, the NORTH back into freight service or retire. The what I considered to be an inauspicious COAST LIMITED. For nearly 70 years, friendly stewardess-nurses would find other beginning to the new service. Even the the flagship train of the Northern Pacific employment. The locomotives and cars new name, AMTRAK, was a disappoint - RR, one of the oldest named trains in the would go into the AMTRAK fleet and be ment to me, since I preferred the classier country, had closely followed the route of dispersed country wide, some even winding sounding RAILPAX, which was eliminat - the Lewis and Clark Expedition of 1804, up running on the other side of the river on ed at nearly the last moment. and was definitely the super scenic way to the Milwaukee Road to the Twin Cities. In addition, wasn’t AMTRAK really Seattle and Portland. My first association That was only one example of the serv - being brought into existence to eliminate with the North Coast Limited dated to ices that would be lost with the advent of the passenger train in America? Didn’t 1948, when I took my first long distance AMTRAK on May 1, 1971. -
Sioux Falls, 1877-1880
University of Nebraska - Lincoln DigitalCommons@University of Nebraska - Lincoln Great Plains Quarterly Great Plains Studies, Center for 2004 A Dakota Boomtown: Sioux Falls, 1877-1880 Gary D. Olsen Augustana College - Sioux Falls Follow this and additional works at: https://digitalcommons.unl.edu/greatplainsquarterly Part of the Other International and Area Studies Commons Olsen, Gary D., "A Dakota Boomtown: Sioux Falls, 1877-1880" (2004). Great Plains Quarterly. 268. https://digitalcommons.unl.edu/greatplainsquarterly/268 This Article is brought to you for free and open access by the Great Plains Studies, Center for at DigitalCommons@University of Nebraska - Lincoln. It has been accepted for inclusion in Great Plains Quarterly by an authorized administrator of DigitalCommons@University of Nebraska - Lincoln. A DAKOTA BOOMTOWN SIOUX FALLS, 1877 .. 1880 GARY D. OLSON The "Dakota boom" is a label historians have claiming of land by immigrant and American almost universally adopted to describe the would, be farm owners in the plains of Dakota period of settlement in Dakota Territory be, Territory and adjacent areas. Less well known tween the years 1878 and 1887. The term is the impact this rapid, large,scale settling of "boom" has been applied to this period largely the land had on the rise and growth of townsites because of the volume of land claimed and the aspiring to become prosperous ci ties. We know rapid increase in Dakota Territory's popula, the rural landscape changed as sod houses and tion that occurred during those years. Most dugouts were erected, fields plowed, and trees accounts of this time period have treated the planted. -
CP's North American Rail
2020_CP_NetworkMap_Large_Front_1.6_Final_LowRes.pdf 1 6/5/2020 8:24:47 AM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Lake CP Railway Mileage Between Cities Rail Industry Index Legend Athabasca AGR Alabama & Gulf Coast Railway ETR Essex Terminal Railway MNRR Minnesota Commercial Railway TCWR Twin Cities & Western Railroad CP Average scale y y y a AMTK Amtrak EXO EXO MRL Montana Rail Link Inc TPLC Toronto Port Lands Company t t y i i er e C on C r v APD Albany Port Railroad FEC Florida East Coast Railway NBR Northern & Bergen Railroad TPW Toledo, Peoria & Western Railway t oon y o ork éal t y t r 0 100 200 300 km r er Y a n t APM Montreal Port Authority FLR Fife Lake Railway NBSR New Brunswick Southern Railway TRR Torch River Rail CP trackage, haulage and commercial rights oit ago r k tland c ding on xico w r r r uébec innipeg Fort Nelson é APNC Appanoose County Community Railroad FMR Forty Mile Railroad NCR Nipissing Central Railway UP Union Pacic e ansas hi alga ancou egina as o dmon hunder B o o Q Det E F K M Minneapolis Mon Mont N Alba Buffalo C C P R Saint John S T T V W APR Alberta Prairie Railway Excursions GEXR Goderich-Exeter Railway NECR New England Central Railroad VAEX Vale Railway CP principal shortline connections Albany 689 2622 1092 792 2636 2702 1574 3518 1517 2965 234 147 3528 412 2150 691 2272 1373 552 3253 1792 BCR The British Columbia Railway Company GFR Grand Forks Railway NJT New Jersey Transit Rail Operations VIA Via Rail A BCRY Barrie-Collingwood Railway GJR Guelph Junction Railway NLR Northern Light Rail VTR -
Milwaukee Road
, T E MARC GREEN: -30 Marc Green, director of information services, retired on March 31, ending a distinguished ca reer of 39 years with the Milwaukee Road. For 36 of those years it would be no exaggeration to state that Marc served as the voice of the railroad. Marc joined the Milwaukee in 1936 in the Real Estate Department. He transferred to the Public Relations Department in 1939 as assist ant editor of the Milwaukee Road Magazine, one of the railroad industry's oldest employee pub lications. Marc became editor in 1940, a post he filled ably and creatively until 1958 when he was named director of publicity. He was appointed director of information services in 1972. During his long career Marc wrote literally millions of words about the Milwaukee Road. His positions in the Public Relations Department provided him with a vantage point afforded to few people who have worked for the railroad. In the magazine, annual reports, countless news releases and an endless procession of other publi cations Marc reported the activities of the Mil waukee Road during some of the most exciting years of its history. Marc was also active in various professional associations. He is a former president of the American Railroad Magazine Editors Associa tion (now the Association of Railroad Editors) ; a member of the Chicago Chapter of the Public Relations Society of America; a member of the Chicago Public Relations Clinic; and a member of the Railroad Public Relations Association. Those who had the privilege of associating with Marc Green know him as a talented writer, a keen observer of the times and a loyal and ded icated employee. -
Passenger Rail System
Minnesota Comprehensive Statewide Freight and Passenger Rail Plan Passenger Rail System draft technical memorandum 3 prepared for Minnesota Department of Transportation prepared by Cambridge Systematics, Inc. with Kimley-Horn and Associates, Inc. TKDA, Inc. July 17, 2009 www.camsys.com technical memorandum 3 Minnesota Comprehensive Statewide Freight and Passenger Rail Plan Passenger Rail System prepared for Minnesota Department of Transportation prepared by Cambridge Systematics, Inc. 100 CambridgePark Drive, Suite 400 Cambridge, Massachusetts 02140 July 17, 2009 Minnesota Comprehensive Statewide Freight and Passenger Rail Plan Passenger Rail System Technical Memorandum Table of Contents Executive Summary .............................................................................................................. ES-1 1.0 Objective ........................................................................................................................ 1-1 2.0 Methodology ................................................................................................................. 2-1 3.0 Overview of Findings .................................................................................................. 3-1 4.0 Operating and Capacity Conditions and Existing Ridership Forecasts for Potential Passenger Rail Corridors ........................................................................... 4-1 4.1 CP: Rochester-Winona......................................................................................... 4-1 4.2 CP: St. Paul-Red -
Did You Know... Improve Railroad Track
Iowa Railroad Ties, Fall 2007 Page 1 of 9 Fall 2007 IN THIS ISSUE Feature Articles From the Rail Director – Peggy Baer, director of the Office of www.iowarail.com Rail Transportation, discusses passenger rail’s future in Iowa. Travel by train – A look at passenger rail service in Iowa, including its history, current challenges and developments. Rail Revolving Loan and Grant Program update – The application period is open for financial assistance to build or Did you know... improve railroad track. Iowa legislature approved more grant The Federal Railroad funding. Administration (FRA) requires railroads to Last of the steam locomotives – Union Pacific’s No. 844, the report all rail accidents last steam locomotive built for UP, chugged through Iowa. and incidents. The FRA's Office of Safety Analysis Rail fan journeys far – Georgia family enjoyed ride on CRANDIC maintains a Web site that after buying ticket on eBay® to benefit charity. allows individuals to query the railroad Future events – Early notice provided regarding two April 2008 accident statistics and events. highway-railroad crossing inventory data. Government News A quiet birthday – Visit a mid-Iowa Quiet Zone one year after the http://safetydata.fra.dot.gov/ train horns are silenced. officeofsafety/ Industry News Powerful Iowa storm – High winds caused damage to IC&E equipment in eastern Iowa. Union Pacific celebrates – Chartered by President Abraham th Lincoln, the Union Pacific Railroad celebrates its 145 Subscribe to future issues at anniversary. www.iowarail.com Manly Terminal gains new alliance – KAG Ethanol Logistics has formed an allegiance with Manly Terminal. Safety News Safety in numbers – An updated safety report shows further improvement in safety statistics. -
Wisconsin and Iowa Troops Fight Boredom, Not Indians, in Minnesota
NEIGHBORS "TO THE RESCUE" Edward Noyes FOR A SHORT TIME in the fldl of 1862, two regiments bank of the Minnesota River a short distance from neighboring states were dispatched to Minnesota to downstream from its junction with the Redwood. In the help quell the Sioux Uprising, or Dakota War. The units next five days, the Indians twice attacked Fort Ridgely involved were the Twenty-fifth \\'isconsin and the on the north bank of the Minnesota and twice lashed out Twenty-seventh Iowa Volunteer Infantry regiments. The at the German town of New Ulm on the south. When all Wisconsin soldiers served in Minnesota just short of of these attacks were repulsed, the Sioux were unable to three months and the lowans for nearly a month. Militar- condnue down the Minnesota Valley toward St. Paul and ilv', the W-'isconsin men played a role directly associated Minneapolis. In spite of this and their lack of a planned with the Dakota War bv' contributing to the stabilization campaign, the Indians possessed the initiative. By of the frontier. The lowans' main service was to assist exploiting it, they took a heavy toll of white lives, did with an annuitv payment to the restless, but for the most much damage to the property of settlers, and caused the part peaceful, Chippewa (Ojibway) Indians.' wholesale desertion of numerous communities and coun It may be that, because the out-of-state troops were ties.^ in Minnesota only briefly — indeed, some of them won Back in St. Paul, energetic Governor Alexander dered why they were there at all — their campaigning Ramsey met the crisis quickly. -
Portland Daily Press: November 30,1891
_ PORTLAND DAILY PR SS. ,JTABLISHED JUNE 23, 1862-VOL. 30___PORTLAND MAINE MONDAY MORNING, NOVEMBER 30, 18£\. 152^ ""£221 PRICE $7 A YEAE, WHEN PAID IN ADVANCE J6. ~ (PICUL iTll(fCEIX4NEOUM. of NOTICES. CITY AOYKKTIHKTIKNTm. NEARING THE HIGH WATER MARK. the comptroller the5“'[Wncy last eve- seems to bring with her the inspired at- that he would turn the bank over TAXES ASSESSED IN ning to mosphere of Grecian day s, and many may DIVERS WAYS. the directors this morning with a view a ON HIS MUSCLE. * to DEATH FOILED. enjoy a short sojourn with here in her na- HIGHEST AWARD CITY OF PORTLAND. resumption of business. | tive clime as she tells us of Its beauties this Sam’s evening at Baxter hall. Uncle Payments to the Vet- MARCHING ON PEKIN. State Assessor* Relate Prentiss Luring has very kindly consent- Some of erans Will Soon Crow Less. ed to preside. Tickets at Stockbrldge’s. elr Discoveries Dr. • • Imperial Troops Fly Before the Taylor Says Mr. Blaine Maniac Waited While the Chinese Insurgents. Is Well. WHEN THE TAHITI CAPSIZED MICE TO VOTERS Tne Census Commended-Report Perfectly Rev. Dr. Hall Preached. They Want a Law Providing for of the Interior repartment. London, November 29—Advices from Three Hundred Persona Probably that the Conventions Shanghai state rebel forces in Met Their Death. Manchuria have defeated the Imperial Board of Registration of Voters, troop9 sent lo suppress the rising in that He Is Active and New York Clergymuu Fol- San Francisco, Oal., November 28.—A Some Big figures Which Tell About Strong Where November 10,1801. -
"The Noon Milwaukee," Rail Classics, March, 1975
THE NOON MILWAUKEE· --- TYPICAL OF TRAINS THAT SERVED . r ROUTES OF MODERATE LENGTH AND . DECIDEDLY SECONDARY IMPORTANCE ,"/ By William D. Middleton Photos by the Author I ~ I ,/ ! i " Didn't all of us who fancied riding From April of 1927 until its demise Milwaukee's venerable F-3 Pacifies. on the cars have some one train that in 1971 the Varsity operated over the Although they were still spirited per was a special favorite? I'm not think Milwaukee's 140-mile route between formers, the F-3s (Alco 1910) were ing about the kind of reverence we Chicago and Madison, Wisconsin. It hardly front rank power on a road that bestowed on the Century, or the Pan was perhaps typical of the better ran the likes of 120 mph Class A At ,I ama, or the other great trains of that trains that served routes of moderate lantics and F-7 Hudsons. I sort, which was based on strict stan length and of decidedly secondary im When diesels came to the Varsity dards of excellence, but rather I have portance. Like such contemporaries in the late 1940s they were most often in mind the kind of attachment that as-for example-IC's Delta Express, drawn from the ranks of the Milwau was based entirely on sentiment and SP's Del Monte, or GN's Gopher and kee's earliest (1941) Alco DL-109 or long familiarity. For most of us our Badger, the Varsity's reputation was, EMD E-6 passenger units, themselves special train was one that played a at best, regional. -
South Dakota's Railroads
South Dakota’s Railroads South Dakota State Historic Preservation Office South Dakota’s Railroads: An Historic Context Prepared for: South Dakota State Historic Preservation Office 900 Governors Drive Pierre, South Dakota 57501 Prepared by: Mark Hufstetler and Michael Bedeau Renewable Technologies, Inc. 511 Metals Bank Bldg. Butte, Montana 59701 July 1998 Revised, December 2007 TABLE OF CONTENTS 1. Introduction.................................................................................................................................2 A. Purpose of this Document..............................................................................................2 B. Methodology ..................................................................................................................3 2. The Importance of Railroads to South Dakota ...........................................................................4 3. The History of Railroading in South Dakota..............................................................................5 A. Geographical Background .............................................................................................5 B. Establishment and Expansion: South Dakota Railroads in the Nineteenth Century......6 1. Beginnings (1851-1868) .....................................................................................6 2. The Little Dakota Boom and the First Railroads (1868-1873)...........................8 3. Railway Expansion During the Great Dakota Boom (1878-1887).....................9 4. The Impact and -
October. 1949 3 Who's Going to Say
Go North, East South - orlVest ••• youngman! THE BETTER WE PRODUCE, ~.. , THE BETTER WE LIVE '\t;;;;I e'G . THE o West, young man, and grow up output of each of us for every hour we r/MIRACLE ------------, with the country." Horace Greeley said work. OF' FREESend for this it in 1854. He was right ... but he was AMERII The best is yet to come - _~II valuable booklet today! also wrong. He was wrong because all This is what we have done, and this is Approved by representatives of of America turned out to have room for Management, Labor and development then undreamed of. the way we have done it-to get higher the Public wages, shorter hours, and lower-cost I" words a"d pic!llres, it tells you Let's look at the record: goods for everybody. • How our U. S. Economic System Here's what's happened all over Amer And this is the way we can make a started ica just dming the last 40 years. still better living in the future-with • Why Americans enjoy the world's highest standard of living Income: Since 1910 we have increased greater use of machine power, better • How mass production began our annual income per household from an machines, better distribution, better col. lective bargaining. • How we have been able to raise average of less than $2400 to about $4000 wages and shorten working hours (in dollars of the same purchasing power), Sure, our system still has faults ... yet- • Why tbe mainspring of our sys· but none that we cannot cure if we all tern is productivity Work hours: Since 1910 we have cut work together to do it.