Connecting You to the Marcellus Shale

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Connecting you to the Marcellus Shale At Canadian Pacific, our extensive North American network delivers you right into the heart of the Marcellus Shale. Whether you are transporting frac sand, steel pipe, chemicals or other products, we can help position your company for growth. www.cpr.ca Canadian Pacific in the Marcellus Shale Region O n tar io Toronto C ANADA Vermont USA New Yo r k Michigan Bualo Detroit Hornell OHRY Guilderland Albany WNYP Corning Oneonta Windsor WNYP Owego BPRR Binghamton WCOR BPRR Factoryville WNYP Kingsley RBMN La Plume WNYP Pennsylvania DL Toledo Cleveland Avoca See enlargement below LS WE LVRR Honey Pot BPRR Taylor WE BPRR Nescopeck WE NSHR DL Sunbury Lain BPRR Oak Island WE RBMN Ohio WE Pittsburgh New York WE New Columbus Philadelphia Jersey M a r yland Baltimore Washington DC West V i r g inia Delaware Charleston Canadian Pacic BPRR Bualo & Pittsburgh Railroads Kentucky CP trackage and DL Delaware-Lackawanna Railroad Taylor haulage rights LS Luzerne & Susquehanna Railway RBMN DL LVRR Lycoming Valley Railroad LS Transload facility NSHR North Shore Railroad OHRY Owego & Harford Railway Avoca Interchange station LS RBMN Reading, Blue Mountain & Northern RR RBMN WCOR Wellsboro & Corning Railroad V i r g inia Marcellus Shale WE Wheeling & Lake Erie Lain WNPY Western New York & Pennsylvania Railroad Tennessee North Carolina With access to ports and transload facilities across North America and direct service with short line railroads in the Marcellus Shale region, Canadian Pacific provides solutions for all your transportation needs. Canadian Pacific Network Reach and Shortline Connections Our connections with other rail carriers including short line and regional railways enable us to provide our customers exceptional access to the Marcellus Shale region. www.cpr.ca.

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Pa-Railroad-Shops-Works.Pdf
[)-/ a special history study pennsylvania railroad shops and works altoona, pennsylvania f;/~: ltmen~on IndvJ·h·;4 I lferifa5e fJr4Je~i Pl.EASE RETURNTO: TECHNICAL INFORMATION CENTER DENVER SERVICE CE~TER NATIONAL PARK SERVICE ~ CROFIL -·::1 a special history study pennsylvania railroad shops and works altoona, pennsylvania by John C. Paige may 1989 AMERICA'S INDUSTRIAL HERITAGE PROJECT UNITED STATES DEPARTMENT OF THE INTERIOR I NATIONAL PARK SERVICE ~ CONTENTS Acknowledgements v Chapter 1 : History of the Altoona Railroad Shops 1. The Allegheny Mountains Prior to the Coming of the Pennsylvania Railroad 1 2. The Creation and Coming of the Pennsylvania Railroad 3 3. The Selection of the Townsite of Altoona 4 4. The First Pennsylvania Railroad Shops 5 5. The Development of the Altoona Railroad Shops Prior to the Civil War 7 6. The Impact of the Civil War on the Altoona Railroad Shops 9 7. The Altoona Railroad Shops After the Civil War 12 8. The Construction of the Juniata Shops 18 9. The Early 1900s and the Railroad Shops Expansion 22 1O. The Railroad Shops During and After World War I 24 11. The Impact of the Great Depression on the Railroad Shops 28 12. The Railroad Shops During World War II 33 13. Changes After World War II 35 14. The Elimination of the Older Railroad Shop Buildings in the 1960s and After 37 Chapter 2: The Products of the Altoona Railroad Shops 41 1. Railroad Cars and Iron Products from 1850 Until 1952 41 2. Locomotives from the 1860s Until the 1980s 52 3. Specialty Items 65 4.
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Republished in Milepost June 2019: A
June 2019 in this issue... 3 Curator’s Corner: Only Vol. 37, No. 2, June 2019 Mad Dogs and Mailmen Go Out In The Midnight Pennsylvania Historical Railroad Museum of Pennsylvania Gloom & Museum Commission Advisory Council by Daniel Sohn 8 News & Views Governor ...........................The Honorable President ...........................Mr. Douglas Watts Tom Wolf Secretary ...........................Ms. Deborah Reddig 13 MARC Madness Chairman ..........................Ms. Nancy Moses Members ...........................Mr. Ronald T. Bailey by Stephen B. Ferrell Executive Director............Ms. Andrea Lowery Mr. Rudy Husband Ms. Marilyn Jamison 16 American Steam Museum Director .............Mr. Patrick C. Morrison Mr. Kevin Jurgelewicz Mr. Bennett Levin Locomotives: Design and Members ...........................Ms. Ophelia M. Chambliss Mr. Jeffrey J. Majersky Mr. Linn Moedinger Development, 1880-1960, Sen. Andrew E. Dinniman Mr. William V. Lewis Dr. Jeremy F. Plant Mr. Alfred Sauer Mr. Eric Winslow by William L. Withuhn Mr. Andrew E. Masich Rep. Robert F. Matzie Mr. Fredrick C. Powell Mr. Robert M. Savakinus Book Review by Ronald T. Bailey Honorary Sen. Joseph B. Scarnati III Dr. David Schuyler Mrs. Donna L. Kreiser Mr. Charles W. Moorman IV 20 Bridging The Railroad: Mr. Kenneth C. Turner Rep. Parke Wentling Mr. Paul Quinn Mr. Bill Schafer The Wheatsheaf Lane Mr. Phillip D. Zimmerman Pedestrian Bridge And Ex Ofﬁ cio ..........................Dr. Pedro Rivera Supporting Mr. James Alexander Jr Dr. John H. Bowman The Grade Crossing The Railroad Museum of Pennsylvania is administered Mr. Patrick C. Morrison Separation Movement by the Pennsylvania Historical & Museum Commission by Lynn M. Alpert with the active support of the Friends of the Railroad Milepost Museum of Pennsylvania. Managing Editor .
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Get on Board! New Freedom, Pa
GET ON BOARD! NEW FREEDOM, PA Recently re-branded from www.NorthernCentralRailway.com VISION Northern Central Railway aspires to be the most unique railroad experience in the Eastern United States. MISSION Northern Central Railway will enhance the economic engine of York County by delivering historical, educational and entertaining experiences on an excursion railroad. CASE FOR SUPPORT & GOAL Northern Central Railway (originally Steam into History) was founded by William “Bill” Simpson, a deeply involved NORTHERN CENTRAL RAILWAY WILL CONTINUE TO ENHANCE York community business leader and philanthropist. For THE ECONOMIC VITALITY OF YORK COUNTY BY: ten years prior to his death in 2012, Bill and his life-long ➣ Sharing family experiences on memorable themed rides friend, Reed Anderson combined their vision, love of York like our holiday Tannenbaum and Santa Express excursions, beautiful Fall Foliage rides, the annual Pennsylvania Cowboy County, and passion for trains to rally businesses and Weekend, and other experiences for kids of all ages such as major donors to develop and launch Steam into History. Easter Bunny, Princess, and Superhero events Steam Into History grew over the next seven years, offering ➣ Offering a truly unique experience for railroad aficionados much more than the original historical vision. The organization riding authentic steam and diesel trains on a beautiful, historic recently updated the brand to Northern Central Railway rail line that played an important role in our Nation’s history in order to more closely reflect
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Surviving Maryland Railroad Stations
Surviving Maryland Railroad Stations Baltimore : The Baltimore & Ohio Railroad's Mount Royal Station, Camden Station and Mount Clare Station all still stand. Also, two former B&O office buildings remain. Also, two former Pennsylvania Railroad and one Philadelphia, Baltimore and Washington Railroad (PRR subsidiary) passenger station still stand. Lastly, a Maryland & Pennsylvania Railroad freight depot remains. Aberdeen : Originally built by the B&O, to be restored (last known wooden depot standing designed by architect Frank Furness). Also, the former PRR passenger station here still stands, used as an Amtrak/MARC stop. Airey : Originally built by the Dorchester & Delaware Railroad, privately owned. Alesia : Originally built by the Western Maryland Railway, used as apartments. Antietam Station : Originally built by the Norfolk & Western Railway, used as a museum. Barclay : Originally built by the Queen Anne & Kent Railroad, privately owned and moved to Sudlersville. Bethlehem : Originally built by the Baltimore, Chesapeake & Atlantic Railway, privately owned. Blue Mount : Originally built by the Pennsylvania Railroad, privately owned. Boring : Originally built by the Western Maryland Railway, used as a post office. Bowie : Originally built by the PRR, used as a museum. Also, the former PRR freight depot here still stands, used as a museum. Brooklandville : Originally built by the PRR, privately owned. Also, the former Baltimore & Susquehanna Railroad depot here still stands, used as a business. Brunswick : Originally built by the B&O, used as a MARC stop. Bynum : Originally built by the Ma & Pa, privately owned. Cambridge : Originally built by the Dorchester & Delaware Railroad, used as a business. Centreville : The original Queen Anne & Kent Railroad freight depot here still stands.
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The Reading Railroad 1892-1893: Combination to Collapse
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by University of Oregon Scholars' Bank Brunk 1 The Reading Railroad 1892-1893: Combination to Collapse David Brunk The Panic of 1893 began a depression that lasted into 1897. Theories for the cause of the Panic have included an inadequate money supply, a European depression, and a hit to national credit caused by the passage of the Sherman Silver Purchase Act. Historians have pointed more generally to over speculation, under consumption, or even unavoidable economic law as the cause of the Panic.1 What initially triggered the Panic, however, was the collapse of the Reading Railroad in February 1893. Just one year before the collapse the Reading nearly secured a monopoly when it combined with two other companies to control the production and transportation of 50-60 percent of the anthracite coal used by northeastern cities. The company’s bold president Archibald A. McLeod earned the nickname, “the Napoleon of railroad combination.”2 But from the anthracite combination in February 1892 to the collapse in February 1893, the President extended the company’s credit too far, estranging its most powerful financier, John Pierpont Morgan. The result was stock market collapse, receivership, and McLeod’s resignation. During much of the nineteenth century, Americans in the Northeast relied on anthracite coal to heat their homes. Approximately 477 square miles within eastern Pennsylvania produced all the anthracite coal used by the population centers along the northeastern coast. People referred to this coal-producing region as the Anthracite Region, and the coastal population centers as Tidewater.
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Richard L. Hoover Railroad Materials, 1848-1999
Collection # M 1065 BV 4927-4948 OM 0535 RICHARD L. HOOVER RAILROAD MATERIALS, 1848-1999 Collection Information Historical Sketch Scope and Content Note Series Contents Processed by Maire Gurevitz January 2014 Manuscript and Visual Collections Department William Henry Smith Memorial Library Indiana Historical Society 450 West Ohio Street Indianapolis, IN 46202-3269 www.indianahistory.org COLLECTION INFORMATION VOLUME OF 60 manuscript boxes, 22 bound volumes, 3 folders oversize COLLECTION: manuscripts, 4 folders OVA photographs, 9 boxes black and white photographs, 1 box color photographs COLLECTION 1848-1999 DATES: PROVENANCE: Richard L. Hoover RESTRICTIONS: None COPYRIGHT: REPRODUCTION Permission to reproduce or publish material in this collection RIGHTS: must be obtained from the Indiana Historical Society. ALTERNATE FORMATS: RELATED Nickel Plate Road Collection, SC 2737; New York Central HOLDINGS: System Stock Certificates, M 0230; Centennial History of the Pennsylvania Railroad Company: 1846-1946, HE2791.P43 B8 1949; The Nickel Plate Story, HE2791.N593 R43 1965; The Road of the Century: the Story of the New York Central, HE2791.N555 1947; History of the Baltimore and Ohio Railroad, HE2791.B33 S76 1987; Pennsylvania Railroad in Indiana, HE2791.P43 W38 1999; New York Central Railroad Company, Time books, M 0734 ACCESSION 2004.0020 NUMBER: NOTES: Track sketches and valuation maps are folded to fit in Manuscript size folders due to space restrictions, and patrons may need assistance with unfolding those items. HISTORICAL SKETCH The majority of information in this collection comes from railroads that eventually became part of the New York Central Railroad system or the Pennsylvania Railroad. Lines that were leased or affiliated with New York Central contained in this collection include the Big Four route (Cleveland, Cincinnati, Chicago & St.
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The 'Pennsylvania Crailroad'>S Southerncrkail Empire
The 'Pennsylvania cRailroad'>s c Southern Rkail Empire N the decade of the 1870's, the expanding Pennsylvania Railroad put together a loosely joined rail empire consisting of a dozen railroads in seven southern states stretching from Virginia to I 1 Mississippi and Tennessee. While many southerners in the postwar years had eagerly sought northern capital for their stricken railways, their entreaties up to 1870 had rarely resulted in more than visits of railroad carpetbaggers. Now, in the new decade, the Pennsylvania Railroad offered the South a pattern of railroad progress supported by the stable financial backing of a successful corporation, rather than the dreams and promises of penniless politicians and promoters. In the postwar years, the Pennsylvania Railroad continued a prosperity well established before and during the Civil War. Both during and after the war, President John Edgar Thomson's road paid cash dividends ranging from eight per cent to ten per cent.2 When the Pennsylvania started to look southward it was already a giant com- pared to the railways of the South. It had a capital structure (capital stock and funded debt) one quarter as large as the total railroad investment in the ten southern states from Virginia to Louisiana. The road's gross earnings of $22,000,000 in 1872 were half as great as the total for the seventy major lines in the South.3 Clearly, the Pennsylvania Railroad had both the size and the financial stature necessary for an adventure in southern railroading. The adventure started in Maryland. The Pennsylvania had earlier acquired entry into Baltimore with its acquisition of the Northern 1 Fairfax Harrison, A History of the Legal Development of the Railroad System of the Southern Railway Company (Washington, D.
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1 9/98 Rev. HISTORIC CONTEXT for TRANSPORTATION NETWORKS
9/98 rev. HISTORIC CONTEXT FOR TRANSPORTATION NETWORKS IN PENNSYLVANIA Introduction To assist with establishing the significance of the historical background of bridge building in Pennsylvania, it is important to identify and understand the historic contexts associated with the resources. Bridges do not stand in isolation, historically or physically; they embody events and trends that need to be considered when evaluating their individual or collective historical significance. Historic contexts organize historic properties in terms of theme, place, and time, and only within a historic context can what is significant “be determined in relationship to the historic development from which it emerged and in relationship to a group of similar associated properties” (National Register Bulletin 16, 1986: 6-7). In order to evaluate the National Register eligibility of the pre-1956 bridge population in Pennsylvania historic contexts have been researched and prepared twofold: one on the history of transportation networks in Pennsylvania, and the second on the application of bridge technology within the state. Both contexts address transportation issues from the earliest days of settlement to the 1950s, and both set the bridges within the national, state, and local contexts. The historic contexts will provide a means of evaluating each bridge’s technological significance, and its relationship to Pennsylvania’s transportation systems. Based on the historic contexts and their application to National Register criteria, each bridge in the inventory will be evaluated on its own merits with the contexts identifying the crucial distinctions of significance to pools of similar resources. 1. Overview Bridges are best understood as integral parts of transportation networks that carry people, vehicles, and materials over natural barriers such as rivers and streams, and over manmade barriers such as railroads, canals, and roads.
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Railroad History ‐ Specific to Pennsylvania Denotes That the Book Is Available from the Pennsylvania State Library, Harrisburg PA
Railroad History ‐ Specific to Pennsylvania denotes that the book is available from the Pennsylvania State Library, Harrisburg PA. Primary Resources Company History – Annual Reports Dredge, James. The Pennsylvania Railroad: Its Organization, Construction and Management. New York: John Wiley and Sons, 1879. Pennsylvania, General Assembly. Charters and Acts of Assembly [Relating to the Philadelphia & Reading Railroad Company, Philadelphia & Reading Coal and Iron Company, other companies]. n.p., 1875. Pennsylvania, Office of the Auditor General. Annual Report of the Auditor General of the State of Pennsylvania and of the Tabulations and Deductions from the Reports of the Railroad and Canal Companies for the Years (1866‐1871, 1873‐1874). Harrisburg, PA: Singerly & Myers, State Printers, 1867‐1875. Pennsylvania, Office of the Auditor General. Reports of the Several Railroad Companies of Pennsylvania, Communicated by the Auditor General to the Legislature. Harrisburg, PA: Singerly & Meyers, State Printers, 1866. Pennsylvania Railroad. Annual Report of the Board of Directors to the Stockholders of the Pennsylvania Rail Road Company (1848, 1859, 1942). Philadelphia, PA: Pennsylvania Railroad Company. The Reading Railroad: The History of a Great Trunk Line. Philadelphia: Burk & McFetridge, printers, 1892. Report on the South Pennsylvania Railroad: Also, its Charters and Supplements. Harrisburg, PA: Sieg, 1869. Richardson, Richard. Memoir of Josiah White: Showing His Connection with the Introduction and Use of Anthracite Coal and Iron and the Construction of Some of the Canals and Railroads of Pennsylvania. Philadelphia: J.B. Lippincott & Co., 1873. Shamokin, Sunbury & Lewisburg Railroad. Approximate Estimates of Adopted Line…Through Sunbury, and Adverse and Level Line Through Same Place, July 28, 1882. [n.p.], 1882.
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A Heritage Like None Other
CHAPTER 2 A HERITAGE LIKE NONE OTHER And so, serious work started on Baltimore's the light rail car shop had done the same kind of work newest railway. But it was hardly new. When the 119 years earlier. electric cars first ran in 1992, they were merely the latest vehicles on a rail line which had been in contin- PRIMEVAL ROOTS: uous service for 161 years. Indeed, virtually the entire THE NORTHERN CENTRAL Timonium-Glen Burnie route was a trip on top of transportation history—a history long, rich, and The new rapid transit line's birth certificate legiti- varied. More than 20 of the light rail line's initial 22 mately can be dated February 13, 1828, when the Bal- miles were to be laid directly on the bed of some form timore & Susquehanna Rail Road Company was of older rail carrier. chartered in Maryland. The B&S had followed the pi- There had been many forms, too. One section, in oneering Baltimore & Ohio by only one year, and like fact, was one of the country's earliest railroad proj- the B&O it was created to draw out-of-state trade ects; over its life it had been powered by horses, through the port of Baltimore. The B&S's goal was steam locomotives (including some early English the vast central Pennsylvania region drained by the products), and diesels. It grew into a strategic, in- Susquehanna River system. To get there it intended to tensely busy main line; presidents, royalty, and lesser build directly north from Baltimore through York, dignitaries saw much of the route out of their private Pennsylvania, and tap the river at York Haven.
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Chapter 4: Indirect and Cumulative Effects
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Keystone Service
KEYSTONE SERVICE LEGEND Supporting State: Pennsylvania The Keystone Service provides frequent daily rail service connecting Harrisburg, PA and New York City via Lancaster and Philadelphia, PA and Trenton and Newark, NJ. Connecting rail service continues from New York via scheduled Amtrak trains from Penn Station, regional commuter rail services including Metro-North Railroad, Long Island Railroad, and NJ Transit as well as NYC Transit. SEPTA commuter rail trains connect in Philadelphia and operate over the same tracks between Downingtown and Philadelphia. Connecting bus services are also available at multiple station stops. Keystone Service Keystone Service ROUTE CHARACTERISTICS/SUMMARY Sources: Amtrak State Fact Sheets and Schedule; National Association of Rail Passengers Fact Sheets (2017) Route Distance 195 miles (Harrisburg, PA to New York City (Penn Station)) Average Trip Distance (2016) 88 miles Trips by Length (2016) 0-99 mi: 60.4% 100-199 mi: 39.6% Scheduled Time Length of Route Approximately 3 hours and 45 minutes (schedule varies by day of week) Frequency 26 one-way weekday trips, with 13 in each direction; 14 one-way weekend day trips, with 7 in each direction Operating Entity Amtrak Scheduled Trains Eastbound: Trains 640, 642, 600, 644, 646, 648, 650, 652, 654, 656, 620, and 622 (M-F), Train 618 (M-Th), Train 658 (F), Train 610 and 662 (Sa), Trains 660, 664, 666, 670, and 672 (SaSu), and Trains 674 and 612 (Su) Westbound: Trains 601, 605, 607, 641, 643, 645, 609, 647, 649, 651, 653, 655, and 619 (M-F), Train 611 (Sa), Trains 661, 663, 665, 667, 669, and 671 (SaSu), and Train 615 (Su) Number of stations 21 cities in 3 states (14 in PA, 6 in NJ, and 1 in NY) Ridership level (2016) 1,446,976 Relation to other Amtrak/ Connections to other Amtrak routes, regional commuter rail services, passenger rail services and and/or transit at NYC-Penn Station, in Philadelphia, Lancaster, and Thruway connections in Harrisburg.
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