Railway Oddities Pdf, Epub, Ebook

RAILWAY ODDITIES PDF, EPUB, EBOOK

Throughout the years passenger business played an important role although not necessarily always a profitable one. On May 14, the beautiful Atlanta Terminal Station opened, replacing an earlier facility that was cramped and outdated. Prior to construction the project was originally owned by the Southern Railway and Central of Georgia through new subsidiary Atlanta Terminal Company created in early Thornton Marye featuring two grand spires bracketing the headhouse. Into the 's the railroads acquired new locomotives and completed the installation of automatic block signals , a project that helped improve freight business. Prior to the market's collapse they netted a combined profit of more than a half-million dollars and then recorded losses of the same by Within a few years the roads had turned a corner and were showing a profit once more by , having avoided bankruptcy. By World War II business of all types was soaring which necessitated purchasing additional locomotives. New units continued to roll in until steam had been retired completely by July 1, Most power was from Elecro-Motive but all three roads did purchase a few Baldwin switchers. The locomotives were clad in a striking livery of deep blue and silver with the "West Point Route" and Georgia Railroad logos adorning respective units. Wheel Arrangement. The roads also received a series of sleek, stainless-steel lightweight cars for Southern's Crescent including an RPO-Baggage- Express, coaches, a diner, pair of sleepers, and a sleeper-observation. Into the 's the West Point Route canceled as many passenger trains as it could due to the declining nature of this business. It was further hurt by the U. Post Office discontinuing mail contracts, which made their final runs on October 18, Second-generation road power began arriving at this time and new GP models continued arriving throughout the 's carrying a simplified solid black livery with only the company logos and names on the carbody. That decade also witnessed each railroad's identity disappearing into the Family Lines System. In the West Point lost its separate traffic and accounting departments which were folded into the owning railroads. On December 29, the group was formally merged into Seaboard System and the West Point Route officially disappeared a few days later on January 1, Wes Barris's SteamLocomotive. The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries North America and beyond. It is difficult to truly articulate just how much material can be found at this website. It is a must visit! Today, there are tens of thousands of miles scattered throughout the country. Many were pulled up in the 's and 's although others were removed long before that. It is an excellent resource with thousands of historic maps on file throughout the country. Just type in a town or city and click on the timeline of maps at the bottom of the page! You will be hard pressed at finding a better online resource regarding diesel locomotives than Craig Rutherford's TheDieselShop. A highly recommended database! Alas, in the site closed by thankfully Don Strack rescued the data and transferred it over to his UtahRails. If you are researching anything EMD related please visit this page first. The information includes original numbers, serials, and order numbers. All content copyright American-Rails. Contact Us. About American-Rails. Creating The Site. Works Cited. Privacy Policy. Terms Of Use. Home A- R. Roger Puta photo. More Reading The Georgia Railroad logo. A toolbox can be hung from the top horizontal bar of the frame, and a front seat and footrest can be attached to the front vertical bar for carrying a second rider. The weight of the machine is 55 lbs. This velocipede was designed by Mr. It is interesting to note that a similar application of the old-fashioned bicycle, with one high wheel and one small rear wheel, was tried some time ago on the Transcaspian Railway, of Russia, the wheels having grooved tires and the machine being supported by an arm carrying a guide wheel running on the opposite rail. Various special designs of wheels have been made for use on hand-cars, the object being to combine lightness and cheapness with strength and durability. We illustrate herewith a new pattern of wheel for this class of service, which is claimed to meet these requirements. The wheel is composed of but two parts and has no bolts or rivets. The hub, spokes and rim of the wheel center are of malleable iron, made in one piece, and the rim is of channel section, in order to increase its stiffness. The tire is of steel, without a weld, being made from a solid blank, and is shrunk upon the wheel center, the rim of which reinforces the tread. The spokes are curved; so that a certain amount of spring is secured in the wheel itself. The rim is turned to fit a in. It will be used on all this Company's hand and push cars, instead of the plate center wheel illustrated in our issue of May 12, , and we are informed that several hundred wheels of this new pattern are now in service and have proved very satisfactory to the railways using them. Budapest Railway Oddities

The financial panic of caused the price of pig iron to drop, making the company unprofitable. The furnace closed down in February , the rail line to the mine was eventually taken up in Oswego, Clackamas County. Portland, Mt. The line operated briefly before the recession affected their passenger traffic. Their operating agreement with the City Suburban Ry was not renewed and the line was scrapped in Incorporated by the Willamette Iron Bridge Company to operate a horse drawn streetcar line across the Willamette River bridge. They also operated two steam dummy lines, the first from 5th street along Morrison St to the Mt Tabor Park. Multnomah County. No Listings. Printer-Friendly Format. Common Carrier Railroads. Oregonian Railway. Oregon Portage Railway. Sumpter Valley Railway. Logging Railroads. Island of Maui. Ko'olau Railway. Projected to connect Heeia with the Oahu Ry at Kahuka. Only reached Kahana, 10 miles away. The line purchased was purchased by the Kahuka Plantation in and common carrier status abandoned in Operated as an extension of the plantation operation until Kahuku to Kahana, Island of Oahu. Constructed by Benjamin Dillingham initially to service the developing community around Pearl City. In the line connected to the sugar mill in Ewa and would be extended to Kahuku by Naval operations on the island. Common carrier operations ceased in Trackage around Honolulu harbor remained in operation under the name Oahu Railway until Honolulu to Kahuku, Island of Oahu. Hawaiian Mahogany Company. All three got their start handling agricultural-related traffic, transitioned to manufacturing and merchandise, and then spent later years as successful bridge lines. During a flurry of mergers beginning in the 's their identity slowly disappeared. The history of the West Point Route is one of struggle, perseverance, and eventual success. The Georgia Railroad was technically not part of the West Point Route although as the long-time owner a brief history will be provided here. During December of the original route to Athens opened, built to the South's standard 5-foot broad gauge. It was not long before a westward extension towards Atlanta was eyed. This new city literally grew from nothing. In short order the railroad was a financial success and one of the South's better systems entering the Civil War. It suffered considerable damage by Union forces during the conflict's latter years, particularly during General Sherman's "March To The Sea. The mile branch was finished in and established through service from Camak, along the Georgia's main line, to Macon. This was largely the extent of the Georgia's system. Further growth came through acquisition. It was then reorganized as the Western Railway of Alabama and remained a partnership venture for nearly twenty years. Robert Hanson's book, " The West Point Route ," points out that it was envisioned to construct a new line from Montgomery to just across the Georgia state line at West Point along the Chattahoochee River. During and into the line's survey work was completed while actual construction commenced on March 1, In June of the first mile section opened from Montgomery to Franklin. Almost immediately the railroad ran into trouble as it struggled to earn sufficient revenue to cover expenses. It was subsequently sold at foreclosure on July 9, and a new company chartered on February 13, Eventually, these efforts paid off with rails opening to Opelika in and finally West Point on April 28, Little additional growth occurred although it did add one notable branch, a mile extension from Opelika to Columbus, Georgia which opened in The railroad was spared the worst of the Civil War until July of when it was damaged by Union forces between Opelika and Chehaw as well as along its Columbus Branch. More extensive destruction was carried out in April of Just a few months later, in December, rails were pushed westward from Montgomery to Selma. Financial trouble found the road following the Panic of and it failed on April 1, The WRoA at first changed to 4 feet, 9 inches in the spring of and then soon afterwards reduced this by a half-inch more. By September, rails reached Newnan and just over a year later, in February of , trains were rolling into LaGrange. However, through service could not be established due to the gauge differences at that time. Within short order, however, it too got back onto its feet and was reporting net earnings by There remained a series of additional corporate changes to take place before the final, modern version of the West Point Route was born. Railway Express Agency (REA): Sign, Trucks, Photos & History

So, Douglas and his associates went to St. Louis in the hopes of securing greater financing. There, they met Colonel James W. Paramore who owned the successful St. Louis Cotton Compress Company. He saw great potential in the railroad's ability to handle large volumes of cotton for his business between Texas and St. This gave rise to its nickname, the "Cotton Belt Route," a moniker which persevered through the modern era. Paramore became an able and ardent railroader who even went toe-to-toe against the powerful Jay Gould. Construction commenced quickly and by July 5, had opened to Texarkana. In December rails were pushed as far west as Trinity with the expectation of completing the corridor by sometime in This tactic usually worked but Gould found a true fighter in the colonel who countered by announcing an extension not only towards St. Louis but also the Mexican border at either Laredo or Eagle Pass. Paramore's line towards St. Louis would terminate at Bird's Point, Missouri, located just south of, and directly across the Mississippi River from, Cairo, Illinois. The two mitigated the gauge difference by laying third-rail within the car ferries as well as at IC's terminal trackage in Cairo. This was further expounded by heavy rains during the fall of With no relief in sight the company formally entered receivership on January 23, Just over a year later, on April 1, , Samuel Fordyce took over for W. Woodard as receiver. He immediately improved the company's well-being by raising revenues, which allowed employees to be paid on-time. Such efforts helped the railroad escape reorganization relatively quickly as it became the St. Fordyce subsequently achieved the presidency while Paramore's involvement ended. Unfortunately, the colonel was never able to complete his Lardeo extension but had successfully established a true competitor against Gould's dominating presence. One of Fordyce's first tasks was to standard-gauge the property as a means of improving efficiency and interchange. The first section, from Bird's Point to Texarkana, a record miles, was completed in a single day on October 18, with the remaining Texas trackage finished by January 12, After the main line was re-gauged the rest of the 19th century focused on expansion across the Southwest. This corridor also included a branch from Commerce to Sherman Dallas was reached directly in May of via a short spur from Addison. To improve operations, Fordyce upgraded the infrastructure through the use of heavier rail. Unfortunately, he soon realized earnings alone could not cover the cost of this project. As an emergency measure he handed over the railroad to Jay Gould but even the powerful tycoon whose empire was soon handed over to his eldest son, George could not prevent receivership which occurred on May 13, It exited reorganization on June 1, at which time the new St. Fordyce remained president for a few years until philosophical differences with the younger Gould caused him to leave the company on October 31, He was subsequently replaced by Edwin Gould, another of Jay's sons. Unlike his father, who was hated throughout the industry for his shady and manipulative business practices, Edwin did well at the helm. That year access into St. From here, car ferry service with the Illinois Central was established Thebes. Two years later, on October 15, , it worked out an agreement with the St. Louis Union Station. This event marked the first time the Cotton Belt gained direct entry into the Gateway City and was further enhanced when the Thebes Bridge opened in a joint project between the St. Louis-San Francisco Railway. At its peak this system linked Gatesville and Hamilton with spurs reaching Stephenville and Camanche. It was never particularly successful and most of the trackage was abandoned between October of and January of The modern St. Louis Southwestern Railway played an important role in handling both freight and passengers between Texas and the Midwest. Like most of the industry, it suffered immensely under the government through deferred maintenance and poor management. Several were later rebuilt at the Pine Bluff Shops during the 's. Following passage of the Transportation Act of it returned to private ownership on February 28th. This ownership lasted only briefly as later that year Kansas City Southern picked up Rock Island's interest. Louis connection. It filed an application with the ICC in July of to acquire control. This was granted two years later and on April 19, the Cotton Belt formally became an SP subsidiary. While the St. Louis Southwestern survived as a corporate entity for another sixty years it essentially operated as an arm of the SP, moving every type of freight imaginable. It grew considerably during its last decade as a separate corporate entity when it was assigned Rock Island's "Golden State Route," purchased by SP in For years equipment continued to bear "SSW" and "Cotton Belt" markings until the company was dissolved in Wes Barris's SteamLocomotive. The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries North America and beyond. It is difficult to truly articulate just how much material can be found at this website. It is a must visit! Today, there are tens of thousands of miles scattered throughout the country. Many were pulled up in the 's and 's although others were removed long before that. It is an excellent resource with thousands of historic maps on file throughout the country. Just type in a town or city and click on the timeline of maps at the bottom of the page! You will be hard pressed at finding a better online resource regarding diesel locomotives than Craig Rutherford's TheDieselShop. A highly recommended database! Alas, in the site closed by thankfully Don Strack rescued the data and transferred it over to his UtahRails. If you are researching anything EMD related please visit this page first. The information includes original numbers, serials, and order numbers. All content copyright American-Rails. Contact Us. About American-Rails. Creating The Site. Works Cited. Privacy Policy. Terms Of Use. Home A-R. Richard Wallin photo. More Reading The Cotton Belt Railroad logo. Author's work. In this scene, new St. Louis Southwestern units await departure from the former Milwaukee Road's Bensenville, Illinois terminal on October 22, Brian Rackley photo. An Electro-Motive builder's photo featuring freshly outshopped St. An official, system map of the Cotton Belt Route St. Louis-Southwestern Railway. Author's collection. David Hawkins collection. Humphrey W. Senter J. Paramore J. Sloss J. Douglas J. Goldman George D. It's an electrified standard gauge Strub system formerly Riggenbach rack railway, it was heavily rebuilt around and it seems that it then lost a lot of its character - unfortunately it was very run down and the alternative was probably closure. The rack railway is out to the west of the city. Varosmajor, the lower terminus, is easily reached by the number 56 tram which starts at Moskva Ter, something of a public transport hub in Buda and reached from the city centre by Metro line no. The first of the pictures shows the train approaching the train from the depot immediately to the east. Note that the depot for the children's railway, where the steam locos are kept, is at Huvosvolgy at the other end of the line, 45 minutes' ride away. You can go straight there from Moskva Ter by staying on the no. Alternatively, of course, you can make a triangular trip by going on the rack railway one way and on the no. Email: webmaster internationalsteam. Budapest Railway Oddities At the time when this was written, the Children's Railway had no active steam.

Oddities - Curiosities of Locomotive Design

Army hospital cars through the spring of for this purpose. They were rebuilt at the company shops in Lafayette into streamlined coaches, diner- lounge-parlors, standard parlors, and a single business car wearing an attractive red, white, and grey livery. In addition, a matching set of eight F3A's were purchased to lead the consists. The trains featured a rather simple but attractive livery of two-tone grey offset by red with white trim. For instance, in the case of the Thoroughbred train 5, southbound it left Chicago's Dearborn Station daily at 1 P. Its companion, 4 northbound, left Louisville at A. As passenger service continued to slump the Interstate Commerce Commission approved the discontinuance of the last two trains in In an ironic twist, the Monon had made history as the last system to purchase a locomotive for passenger service when it took delivery of two C's in August of Despite its many mistakes, the Monon was doing relatively well by the late 19th century. To eliminate this impediment a 9. The massive, double-tracked span not only offered a direct link into the " Gateway To The South " but also offered access to Louisville Union Station. Ironically, the new owners maintained a relatively hands-off approach since their subsidiary carried few incentives in which to route traffic that direction; its Chicago line, at miles, was longer than any surrounding road's and, as previously discussed, its profile less than ideal. The modern Monon remained relatively unchanged throughout the 20th century relying on interchanging business and what coal traffic it could muster. Interestingly, despite its Midwestern location, agriculture played only a very minor role. While it handled everything from manufactured goods to limestone, products such as grain and corn were inconsequential. The new man in charge was John Barriger III who proved a stark contrast to anything the company had previously seen. He believed strongly in a railroad's public image, well-maintained physical plant, and the highest-quality customer service. While somewhat handicapped given the railroad's nature, Barriger's efforts proved successful in returning it to profitability. He overhauled the company's rolling stock and was so fast in retiring the iron horse that steam- powered service was discontinued just three years after his arrival. The last unit dropped its fire on October 15, An attempt to bypass all four street-running locations [Bedford, Lafayette, Monticello, and New Albany] was simply too expensive as did a plan to improve grades and curves south of Monon. However, he was able to upgrade the bridge over the Wabash River at Delphi and bypass a swamp-infested region around Cedar Lake. In an attempt to prop up sagging passenger numbers he introduced new streamliners utilizing rebuilt heavyweight cars and unveiled liveries honoring the state's home universities; red, white, and grey the passenger livery highlighted Wabash College and Indiana University while black and gold the freight scheme featured Purdue University and DePauw University. The passenger angle was Barriger's least successful as business continued to slide, so much so that he cancelled remaining night trains 3 and 4 after September 25, In addition, their entire purpose was proved moot when the ICC refused the coal transfer project the railroad was attempting to launch between the Ohio River and Lake Michigan Michigan City. They were returned to Alco in and later sold to the Lehigh Valley. Wheel Arrangement. It was formed on March 1, through the merger of four smaller systems; despite its large size it struggled mightily due to an extensive branch line network and relatively weak freight earnings. Numbers Original. Roger s. A few years after his departure, on January 10, , it formally changed its name to the " Monon Railroad. As the merger movement gained momentum officials realized they had to find a partner or be left to wither among the giants. This was a difficult prospect due to the big carriers showing little interest. One last ditch effort to carve out a niche for itself involved running unit coal trains from the Ohio River to Michigan City; it seemed promising but the Interstate Commerce Commission denied the plan. With this defeat the railroad essentially gave up independence and sought inclusion with a large Class I. While the Monon remained relatively obscure for most of its life it is well-remembered and beloved within the communities it served as Indiana's railroad. Wes Barris's SteamLocomotive. The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries North America and beyond. It is difficult to truly articulate just how much material can be found at this website. It is a must visit! Today, there are tens of thousands of miles scattered throughout the country. Many were pulled up in the 's and 's although others were removed long before that. It is an excellent resource with thousands of historic maps on file throughout the country. Just type in a town or city and click on the timeline of maps at the bottom of the page! You will be hard pressed at finding a better online resource regarding diesel locomotives than Craig Rutherford's TheDieselShop. A highly recommended database! Alas, in the site closed by thankfully Don Strack rescued the data and transferred it over to his UtahRails. If you are researching anything EMD related please visit this page first. The information includes original numbers, serials, and order numbers. All content copyright American-Rails. Contact Us. About American-Rails. Creating The Site. Works Cited. Privacy Policy. Terms Of Use. Home A-R. A pair of Monon H's, the only two the railroad owned, make a caboose hop through Mitchell, Indiana during October of David Hawkins collection. The Monon Railroad logo. Author's work. Warren Calloway photo. Joseph, Indiana on June 23, Author's collection. Transporting The President One of the most noteworthy events in railroad history was the transportation of President Abraham Lincoln's body from Washington, D. Acquired new in , the big Centuries proved problematic; their long wheelbases could not easily negotiate Monon's network and their extreme weight had a tendency to spread the rails. In addition, they were no longer needed after the Interstate Commerce Commission refused the coal transfer project the railroad was attempting to launch between the Ohio River and Lake Michigan Michigan City. They were subsequently returned to Alco in and later sold to the Lehigh Valley. Streamliners For a line of its size, Monon did boast a handful of streamliners thanks to the work of John Barriger III; most notable of these included the Thoroughbred , Tippecanoe , Hoosier , and Varsity. Monon C's in Layafette, Indiana during September of The funicular climbs up from the riverside near the Chain Bridge to Castle Hill, the ancient heart of Buda, the part of the city on the west or right bank of the Danube. It starts from Adam Clark Ter, named after the person who designed the road tunnel under Castle Hill and can be identified from afar by the huge ornamental tunnel mouth next to the station. It's open between As can be seen from the pictures the views from the car over the Danube and over Pest to the east are spectacular. As with most funiculars travel in the lowest compartment of the car for the best view. Castle Hill has a wealth of interesting buildings and inexpensive eateries. It's also mostly pedestrianised, an oasis of peace and quiet after the frenetic levels of traffic and suicidal driving styles prevalent in the rest of the city. It's an electrified standard gauge Strub system formerly Riggenbach rack railway, it was heavily rebuilt around and it seems that it then lost a lot of its character - unfortunately it was very run down and the alternative was probably closure. The rack railway is out to the west of the city.

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