Get on Board! New Freedom, Pa
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FHWA Feb 2003
SECTION V: Design No national standards or guidelines dictate rail-with-trail facility design. Guidance must be pieced together from standards related to shared use paths, pedestrian facilities, rail road facilities, and/or roadway crossings of railroad rights-of-way. Trail designers should work closely with railroad operations and maintenance staff to achieve a suitable RWT de sign. Whenever possible, trail development should reflect standards set by adjacent rail roads for crossings and other design elements. Ultimately, RWTs must be designed to meet both the operational needs of railroads and the safety of trail users. The challenge is to find ways of accommodating both types of uses without compromising safety or function. The recommendations in this section are based on: •Extensive research into all existing RWTs. •In-depth case studies of 21 existing and planned RWTs. •Interviews withrailroad officials, trail managers, and law enforcement officials. •Review ofexisting train and trail safety literature. •Analysis ofpubl icly-accessible trespassing and crash data. •Input from a panel ofrailro ad officials and experts, trail developers and managers, trail users, lawyers, railroad operators, and others. •Extrapolation from relevant State transportation manuals, the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (1999) (hereafter referred to as the AASHTO Bike Guide), Ameri cans with Disabilities Act (ADA) publications for trails and pedestrian facilities, the Manual on Uniform Traffic Control Devices (MUTCD, 2000), and numerous Federal Railroad Administration (FRA) and other Federal Highway Administration (FHWA) documents. •Theexperience and expertise of researchers and reviewers, including experienced railroad and trail design engineers, landscape architects, safety specialists, trail de velopers and managers, trail users, lawyers, railroad operators, operations officials, and others involved in this study. -
DEC 0 1 2003 Termination of Coverage
B.C.D. 08-45.27 EMPLOYER STATUS DETERMINATION DEC 0 1 2003 Termination of Coverage This is the determination of the Railroad Retirement Board concerning the continued coverage as employers under the Railroad Retirement Act (45 U.S.C. § 231 et seq.) (RRA) and the Railroad Unemployment Insurance Act (45 U.S.C. § 351 et seq.) (RUIA) of 45 covered entities. The Board’s Audit and Compliance Section has identified these 45 employers which were never assigned a BA number. These entities were formerly operated by a covered rail carrier employer or formerly provided creditable service to a covered employer. In each case, the railroad operator or service recipient no longer operates and has been terminated as a covered employer. Since the operating/service recipient companies have ceased railroad or rail related operations and, in many instances, have ceased to exist, and no railroad or rail related operation is conducted by or on behalf of any of these 45 entities, their employer status is terminated as explained in more detail below. Union Lumber Company Service for Union Lumber Company was credited to the California Western Railroad and Navigation Company (BA Number 2703), which was a covered employer from June 30, 1905 to January 1, 1948, when its name was changed to California Western Railroad. California Western Railroad retained BA Number 2703 and was a covered employer until it ceased operations June 30, 1976. The Board’s records indicate that the service of train and engine crews engaged in the operation of the logging railroad of Union Lumber Company was creditable as service to the California Western Railroad & Navigation Company from December 1, 1917. -
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. -
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 . -
California State Railroad Museum Railroad Passes Collection MS 855MS 855
http://oac.cdlib.org/findaid/ark:/13030/c89g5tx2 No online items Guide to the California State Railroad Museum Railroad Passes Collection MS 855MS 855 CSRM Library & Archives Staff 2019 California State Railroad Museum Library & Archives 2019 Guide to the California State MS 855 1 Railroad Museum Railroad Passes Collection MS 855MS 855 Language of Material: English Contributing Institution: California State Railroad Museum Library & Archives Title: California State Railroad Museum Railroad Passes Collection Identifier/Call Number: MS 855 Physical Description: 12 Linear Feet(12 postcard boxes) Date (inclusive): 1856-1976 Abstract: The CSRM Passes collection consists of railroad passes that were used by railroad employees and their families to travel for free. The passes vary geographically to include railroads across the United States as well as from the late 1850s through the 1970's. The collection has been developed by donations from individuals who believed the passes had relevance to railroads and railroading. Language of Material: English Statewide Musuem Collection Center Conditions Governing Access Collection is open for research by appointment Other Finding Aids See also MS 536 Robert Perry Dunbar passes and cards Preferred Citation [Identification of item], California State Railroad Museum Railroad Passes Collection, MS 855, California State Railroad Museum Library and Archives, Sacramento, California. Scope and Contents The CSRM Passes collection consists of railroad passes that were used by railroad employees and their families to travel for free. The passes vary geographically to include railroads from across the United States as well as from the late 1850's through the 1970's. Many of the passes are labeled the names of employees as well as their family members who are entitled to the usage of the pass. -
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. -
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. -
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. -
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. -
America's Rails-With-Trails
America’s Rails-with-Trails A Resource for Planners, Agencies and Advocates on Trails Along Active Railroad Corridors About Rails-to-Trails Conservancy Rails-to-Trails Conservancy (RTC) has helped develop more than 21,000 miles of rail-trail throughout the country and provide technical assistance for thousands of miles of potential rail-trails waiting to be built. Serving as the national voice for more than 100,000 members and supporters, RTC has supported the tremendous growth and development of rail-trails since opening our doors on February 1, 1986, and remains dedicated to the creation of a nationwide network of trails and connecting corridors. RTC is committed to enhancing the health of America’s environment, transportation, economy, neighborhoods and people — ensuring a better future made possible by trails and the connections they inspire. Orange Heritage Trail, N.Y. (Boyd Loving) Acknowledgements The team wishes to recognize and thank RTC staff who contributed to the accuracy and utility of this report: Barbara Richey, graphic designer, Jake Lynch, editor, and Tim September 2013 Rosner, GIS specialist. Report produced by Rails-to-Trails The team is also grateful for the support of other RTC staff and interns who assisted Conservancy with research and report production: LEAD AUTHORS: Priscilla Bocskor, Jim Brown, Jesse Cohn, Erin Finucane, Eileen Miller, Sophia Kuo Kelly Pack, Director of Trail Development Tiong, Juliana Villabona, and Mike Vos Pat Tomes, Program Manager, RTC extends its gratitude to the trail managers and experts who shared their Northeast Regional Office knowledge to strengthen this report. A complete list of interview and survey participants is included in the Appendix, which is available online at www. -
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. -
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.