Orbridge.Com (866) 639-0079
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
Pennsylvania's Bituminous Coal Industry: an Industry Review*
John N. Hoffman SMITHSONIAN INSTITUTION PENNSYLVANIA'S BITUMINOUS COAL INDUSTRY: AN INDUSTRY REVIEW* T HE BITUMINOUS coal field in Pennsylvania covers most of western lPennsylvania, extending from the southwest corner northward almost to Lake Erie, eastward to the Allegheny front, and northeast- ward through the north-central counties of the state to the southern boundary of New York. About 14,200 square miles are included in this field which forms the northeastern end of the Appalachian coal region, which in turn is a part of the eastern coal province. The boundary of the coal field is extremely irregular. On the north, the boundary runs from the northwest corner of Crawford County across Warren and McKean to Potter and Clinton counties, then extends as outlying patches into Tioga, Bradford, and Lycoming counties. From Clinton County, the boundary follows the Allegheny front southward through Centre County, and between Cambria and Blair, and Somerset and Bedford counties. East of this line lies the Broad Top field in Huntington, Bedford, and Blair counties lying about thirty miles east of the main field and covering an area of about fifty square miles. The coal measures are folded into many anticlines and synclines extending in a general northeast-southwest direction. The folding be- comes greater as it progresses eastward; so we find that the beds in the western portion of the state are only slightly folded and the sides dip slightly. The coal beds are of the Carboniferous Age (more than 250 million years old) and belong to the Pennsylvanian and Permian systems. The Pennsylvania system is again divided into the Monongahela, Cone- maugh, Allegheny, and Pottsville series, with the Permian system in- cluding the Dunkard series. -
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. -
Riding an Amtrak Train Cross-Country: a Unique View of America
Democracy Dies in Darkness Riding an Amtrak train cross-country: A unique view of America There I was, in the middle of the Rocky Mountains, looking down at the Colorado River. Animal tracks in the snow made a dotted line beside the water. But where, I wondered, were the bighorn sheep? The black bears? I pressed my nose to the glass and followed the tracks carefully, expecting — any second now — to see wildlife. I was in my 40th hour aboard Amtrak, nearly 2,000 miles into a 3,218-mile cross-country adventure. I’d packed five books, my laptop, several movies and hours of music, figuring that I’d have plenty of time to kill. But I hadn’t unpacked any of it. Instead, I was so enthralled by the landscape that I’d forgotten I was supposed to be bored. And at this moment, I was convinced that if I focused with all my might, I would spot an animal. Just then, the cafe car attendant yelled up from down below: “Other side!” As he sprinted up the stairs, a couple of us hurled ourselves to the right side of the car. “Did you see the elk?” he asked breathlessly. By that point, the elk were far behind us. I returned to my seat and resolved to enjoy the view, with or without giant creature sightings. But before long, the animal prints had lured my gaze back to the snow deep in the canyon, on the bank of the river. This wasn’t my first time in the middle of the Rockies. -
Mark Williams' Presentation California Zephyr
Three Railroads 2532 Miles Of Gorgeous Scenery Five Vista Domes The Most Talked About Train In America... Silver Thread to The West The History of the California Zephyr March 20, 1949 -March 20, 1970 Beginnings 1934 Pioneer Zephyr Streamlined Ralph Budd (CBQ) meets Edward Budd (Budd Corp.) Stainless steel and shotwelding Wildly successful = willing to take risks Beginnings Exposition Flyer – 1939 First through car train for CB&Q/DRGW/WP “Scheduling for Scenery” Dotsero Cutoff / Moffat Tunnel Traded time & distance for scenic beauty CZ Fun Fact #1 Beginnings 1940 Joint Meeting 1943 Informal Discussions Post-war RR's Awash With $ October 1945 Joint Contract First orders to Budd 1945 Revisions in 1946 & 1947 First deliveries 1948 Beginnings 1944 Cyrus Osborn's (General manager of EMD) grand idea 1944 trip Glenwood Canyon The Dome Car is born by rebuilding a standard Budd chair car (originally Silvery Alchemy) CZ Fun Fact #2 Dividing The Cost And Costs were dividedProfits by percentage of CZ route mileage (the Exposition Flyer route) CB&Q = 41% DRGW = 22% WP = 37% Profits were divided by percentage of short line route (the Overland Route), which cost WP 10% compared to CB&Q and DRGW share Dividing The Cost And Profits CB&Q owned 27 cars DRGW owned 15 cars WP owned 24 cars PRR leased 1 car Planning Menus Timing Governed by need to have the train in the Rockies and Feather River Canyon during daylight Layover time for through car was a casualty Staffing The Zephyrettes CZ Fun Fact #3 The Zephyrettes Planning -
N Scale SW1500 Locomotives & Train
January 2017 Denver & Rio Grande Western® Road Number 810419 This 89’ tri-level closed autorack is orange with black lettering and aluminum roof and runs on Barber Roller Bearing trucks. Built in 1979 as part of series 810352-810456, this enclosed autorack design became the universal standard for most railroads by the mid 1970s, as it prevents vandalism and pilferage and helps to protect vehicles from the elements. This D&RGW marked autorack rides on an ETTX flat. DRGW® is a registered trademark of the Union Pacific Railroad. #111 00 220...$44.95 Shell Oil Louisville & Nashville Road Numbers SCMX 1005/1006 Road Number 41044 These 39’ single dome tank cars are aluminum with black lettering and run on Bettendorf trucks. Built This 50’ auto box car with double side doors and end door is grey with yellow ends and roof and in 1941 at the Milton, PA plant and assigned road numbers 1005 and 1006, these cars were used in the one yellow door and runs on Bettendorf trucks. The Louisville & Nashville railroad used boxcars and transportation of chemical solvents and raw materials for synthetic rubbers. piggyback trailers for transporting company material between cities. Originally red with white reporting marks, they were repainted into the yellow and grey scheme, denoting company materials service in the ONLY TWO NUMBERS early 1970s. #065 00 921...$26.90 #065 00 922...$26.90 #078 00 140...$27.90 Port Huron & Detroit NASA Series Road Number PHD 1042 Road Number NLAX 127 This 50’ rib side box car with single door and no roofwalk is blue with white band and herald and runs on Barber This 57’ converted TOFC flat car is brown with white lettering and runs on Barber Roller Bearing trucks. -
The Canadian
THE CANADIAN 60 Years of Transcontinental Passenger Service 1955 - 2015 VOLUME 2: The VIA Rail Canada Era 1978 - 2015 C. van Steenis, Calgary, AB. April 2015 CONTENTS Though by no means complete, this series is a pictorial journal of Canadian Pacific Railway’s THE CANADIAN and VIA Rail’s CANADIAN marking 60 years of operation from the inaugural runs on 24 April 1955 to 2015; in four volumes: Vol. 1A: The Canadian Pacific Era 1955-1978 in Eastern Canada Vol. 1B: The Canadian Pacific Era 1955-1978 in Western Canada Vol. 2: The Via Rail Canada Era 1978-2015 Vol. 3: Motive Power & Passenger Equipment This Volume, Vol. 2, focuses on VIA Rail Canada’s ‘CANADIAN’, from Oct of 1978 to Jan 1990 on the Canadian Pacific Railway southern route and from January of 1990 on the Canadian National Railway northern route. The author wishes to express thanks to the following individuals who kindly provided photos and information for this volume: John P. Carter, Andy Cassidy, Bruce Chapman, Kevin Dunk, Raymond Farand, Phil Mason, Claude Prutton, Wilco van Schoonhoven and Ron Visockis. Special thanks to Bruce Chapman for reviewing this volume. Photo Credits: All photos are used with the permission of the photographers. The photos of the old stations from the early part of the 20th century are in the public domain; the copyright has expired. Cover Photo: KOKANEE PARK brings up the markers on Train No. 2, VIA’s CANADIAN at CN Home, AB., west of Jasper, on 10 April 2010, – Cor van Steenis Photo VIA 1147 (ex-CNR) Sleeper ERWOOD at Edmonton 04 Dec 1978 Cor van Steenis Photo THE VIA RAIL PASSENGER FLEET In March of 1978 Canadian National transferred most of its extensive passenger car fleet to VIA Rail, such as the ‘E’ sleeper ERWOOD (blt. -
CANADIAN PACIFIC Carmaoia^Ipaeifbc
CANADIAN PACIFIC CArMAOIA^iPAeiFBC Mail Tickets The Canadian Pacific Railway Passengers for inland destinations in Canada and the United States Owning and operating 21,000 miles of line, the Canadian Pacific are advised to purchase their rail tickets in Europe at the special provides the best route to all parts of Canada and the United reduced fares available only for Atlantic steamship passengers. States. The " Trans-Canada Limited" makes the journey from To destinations in Eastern Canada, First and Colonist Class Tickets Montreal to Vancouver (2,886 miles) in 891 hours, and from Toronto are sold, and to destinations in Western Canada, First, Second, and to Vancouver (2,706 miles) in 85 hours. Colonist Class Tickets are issued. To points in the United States, First-Class, and in a few cases Canadian Pacific Steamship Services Second-Class Tickets can be purchased. Canadian Pacific Steamships maintain services from Liverpool, Glasgow, Belfast, Southampton, Cobh (Queenstown), Hamburg, The Canadian Pacific Kx press Company Antwerp, and Cherbourg to Quebec and Montreal in summer, and This Company operates over the entire system of the Canadian to Saint John, New Brunswick, in winter. Pacific Railway and Su- . ;iv r\\ :J::u: • f From Vancouver the Company's magnificent " Empress " Steamers merchandise, money, and valuables to all parts. The safest way of run to Japan and China. Through bookings can also be made via carrying money is by Canadian Pacific Express Money Orders or Vancouver and Victoria, in connection with the Canadian- Travellers' -
To Download Our June 2017 Magazine
SPECIAL ISSUE: SHORT LINES AND REGIONALS PLUS www.TrainsMag.com • June 2017 MAP: High speed in Japan p. 50 Big Boy update THE magazine of railroading p. 64 Short line of the future From sleepy road to unit train host p. 24 Aberdeen Carolina & Western hauls a unit How Pinsly ethanol train near holds on to Aquadale, N.C. its franchise p. 42 South Shore Freight p. 32 OmniTRAX’s rail and land strategy p. 52 © 2017 Kalmbach Publishing Co. This material may not be reproduced in any form without permission from the publisher. www.TrainsMag.com COVER STORY SLEEPY SHORT LINE TO BUSY UNIT TRAIN HOST Aberdeen Carolina & Western becomes short line of the future by Jim Wrinn IT IS DIFFICULT TO COMPREHEND, as cades ago, this branch was up becomes a chess game of finding frequent location for entertain- you stand on the edge of a for abandonment, was sold places for them. A modern ing customers and visitors. The country road in central North twice, and ended up in the 100,000-square-foot shop is ca- passenger cars are easy to spot Carolina, watching a long train hands of an unlikely out-of-state pable of handling not only the in the railroad’s signature ma- behind six-axle power make its businessman who immediately company’s maintenance and re- genta colors against the tall way along an undulating route realized he’d taken on a railroad building needs but that of con- pines of the Carolina Sandhills. of welded rail and deep ballast, with a daunting task: Keeping tract customers, as well. -
Tennessean the Tennessean Was a Secondary Streamliner Run Jointly by the Southern Railway and Norfolk & Western Between Washington, DC, and Memphis, Tennessee
Prototype Consists Southern Railway - The Tennessean The Tennessean was a secondary streamliner run jointly by the Southern Railway and Norfolk & Western between Washington, DC, and Memphis, Tennessee. This was Southern’s third entry into the Washington-Memphis market, and was quite clearly a secondary train when compared to the likes of the Crescent or the Southerner. The Southern shepherded the train from Washington to Lynchburg, Virginia, where the N&W took over to Consist Bristol, Tennessee. There, the Southern took over the The consist, when inaugurated, was all-lightweight train again and brought it into Memphis. The train was except for the heavyweight sleepers at the rear. first run in 1941 and continued up until 1968, though Car Type Number Assignment service had steeply declined by then, similarly to all Baggage-Mail (60’ Rolling 1700-1701 Washington- streamliners. Post Office (RPO) Section) Chattanooga The Tennessean was never a particularly fast Baggage-Mail Storage 1750-1751 Ditto train – it only averaged a little less than forty miles per Baggage-Mail (30’ RPO 1725-1726 Chattanooga- hour either way – but, for many years, it provided a Section) Memphis direct link between Memphis, Washington, and points Baggage/Dormitory/22- 703-705 Washington- to the north. Because it was operated by both the N&W seat Coach Memphis and Southern, this train can provide modeling 52-seat partitioned Coach 903-905 Ditto opportunities for modelers of both railways. 56-seat Coach 806-814 Ditto Livery The cars of the Tennessean were painted a plain 48-seat Diner 3303-3304 Washington- silver color, with Southern lettering. -
Declarations of Independence Since 1776* DAVID ARMITAGE Harvard
South African Historical Journal, 52 (2005), 1-18 The Contagion of Sovereignty: Declarations of Independence since 1776* DAVID ARMITAGE Harvard University The great political fact of global history in the last 500 years is the emergence of a world of states from a world of empires. That fact – more than the expansion of democracy, more than nationalism, more than the language of rights, more even than globalisation – fundamentally defines the political universe we all inhabit. States have jurisdiction over every part of the Earth’s land surface, with the exception of Antarctica. The only states of exception – such as Guantánamo Bay – are the exceptions created by states.1 At least potentially, states also have jurisdiction over every inhabitant of the planet: to be a stateless person is to wander an inhospitable world in quest of a state’s protection. An increasing number of the states that make up that world have adopted democratic systems of representation and consultation, though many competing, even inconsistent, versions of democracy can exist beneath the carapace of the state.2 Groups that identify themselves as nations have consistently sought to realise their identities through assertions of statehood. The inhabitants of the resulting states have increasingly made their claims to representation and consultation in the language of rights. Globalisation has made possible the proliferation of the structures of democracy and of the language of rights just as it has helped to spread statehood around the world. Yet all of these developments – democratisation, nationalism, the diffusion of rights-talk and globalisation itself – have had to contend with the stubbornness of states as the basic datum of political existence. -
Freeborn Men of Color: the Franck Brothers in Revolutionary North America, 1755-1820
FREEBORN MEN OF COLOR: THE FRANCK BROTHERS IN REVOLUTIONARY NORTH AMERICA, 1755-1820 Shirley L. Green A Dissertation Submitted to the Graduate College of Bowling Green State University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY May 2011 Committee: Ruth Wallis Herndon, Advisor Radhika Gajjala Graduate Faculty Representative Lillian Ashcraft-Eason Gretchen Holbrook Gerzina Rebecca Mancuso © 2011 Shirley Louise Swan Green All Rights Reserved iii Abstract Ruth Wallis Herndon, Advisor This dissertation examines the lives of William and Ben Franck, freeborn men of color, who used military service as a means to assert their manhood, gain standing in their community, and help to create free African American and African Canadian communities during the Revolutionary Era. It focuses on the lives and experiences of the Franck family from the 1750s, when Rufus Franck served in the French and Indian War, until the 1820s, when his younger son, Ben Franck, settled in Nova Scotia. At each step of the story, this study analyzes the communities of free people of color with whom the Franck brothers interacted. In doing so, this project challenges traditional narratives and stereotypes of African Americans during the Colonial and Revolutionary Eras. The Franck brothers’ individual histories, closely analyzed, have the power to expand the prism through which we view early American people of color, so that we see their reality more sharply in three ways. 1. The establishment of free families of color and communities throughout North America, from the pre-Revolutionary period until postwar America, was limited by social prejudices and legal prohibitions.