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Brooklyn Transit Primary Source Packet
BROOKLYN TRANSIT PRIMARY SOURCE PACKET Student Name 1 2 INTRODUCTORY READING "New York City Transit - History and Chronology." Mta.info. Metropolitan Transit Authority. Web. 28 Dec. 2015. Adaptation In the early stages of the development of public transportation systems in New York City, all operations were run by private companies. Abraham Brower established New York City's first public transportation route in 1827, a 12-seat stagecoach that ran along Broadway in Manhattan from the Battery to Bleecker Street. By 1831, Brower had added the omnibus to his fleet. The next year, John Mason organized the New York and Harlem Railroad, a street railway that used horse-drawn cars with metal wheels and ran on a metal track. By 1855, 593 omnibuses traveled on 27 Manhattan routes and horse-drawn cars ran on street railways on Third, Fourth, Sixth, and Eighth Avenues. Toward the end of the 19th century, electricity allowed for the development of electric trolley cars, which soon replaced horses. Trolley bus lines, also called trackless trolley coaches, used overhead lines for power. Staten Island was the first borough outside Manhattan to receive these electric trolley cars in the 1920s, and then finally Brooklyn joined the fun in 1930. By 1960, however, motor buses completely replaced New York City public transit trolley cars and trolley buses. The city's first regular elevated railway (el) service began on February 14, 1870. The El ran along Greenwich Street and Ninth Avenue in Manhattan. Elevated train service dominated rapid transit for the next few decades. On September 24, 1883, a Brooklyn Bridge cable-powered railway opened between Park Row in Manhattan and Sands Street in Brooklyn, carrying passengers over the bridge and back. -
March 2007 News.Pub
WCRA NEWS MARCH 2007 AGM FEB. 27, 2007 WESTERN RAILS SHOW MARCH 18, 2007 WCRA News, Page 2 ANNUAL GENERAL MEETING NOTICE Notice is given that the Annual General Meeting of the West Coast Railway Association will be held on Tuesday, February 27 at 1930 hours at Rainbow Creek Station. The February General Meeting of the WCRA will be held at Rainbow Creek Station in Confederation Park in Burnaby following the AGM. ON THE COVER Drake Street Roundhouse, Vancouver—taken November 1981 by Micah Gampe, and donated to the 374 Pavilion by Roundhouse Dental. Visible from left to right are British Columbia power car Prince George, Steam locomotive #1077 Herb Hawkins, Royal Hudson #2860’s tender, and CP Rail S-2 #7042 coming onto the turntable. In 1981, the roundhouse will soon be vacated by the railway, and the Provincial collection will move to BC Rail at North Vancouver. The Roundhouse will become a feature pavilion at Expo 86, and then be developed into today’s Roundhouse Community Centre and 374 Pavilion. Thanks to Len Brown for facilitating the donation of the picture to the Pavilion. MARCH CALENDAR • West Coast Railway Heritage Park Open daily 1000 through 1700k • Wednesday, March 7—deadline for items for the April 2007 WCRA News • Saturday, March 17 through Sunday, March 25—Spring Break Week celebrations at the Heritage Park, 1000—1700 daily • Tuesday, March 20—Tours Committee Meeting • Tuesday, March 27, 2007—WCRA General Meeting, Rainbow Creek Station in Confederation Park, Burnaby, 1930 hours. The West Coast Railway Association is an historical group dedicated to the preservation of British Columbia railway history. -
The History of Speed in Ormond Beach
The History of Speed in Ormond Beach ORMOND BEACH, Fla. - In 1903, the smooth, hard-packed sands of Ormond Beach became a proving ground for automobile inventors and drivers. These first speed tournaments in the US earned Ormond the title “Birthplace of Speed.” Records set here during speed trial tournaments for much of the next eight years would be the first significant marks recorded outside of Europe. Motorcycle and automobile owners and racers brought vehicles that used gasoline, steam and electric engines. They came from France, Germany, and England as well as from across the United States. The Ormond Garage, the first gasoline alley before Indianapolis Speedway, was built in 1905 by Henry Flagler, owner of the Ormond Hotel, to accommodate participating race cars during the beach races. The Ormond Garage would house the drivers and mechanics during the speed time trials. Owners and manufacturers stayed, of course, at Flagler’s Ormond Hotel. Pictured: The Ormond Garage in 1905, with Louis Ross in his steam-powered "Wogglebug" No. 4 and other racers. Tragically, the Ormond Garage caught fire and burned to the ground in 1976, destroying one of auto history’s most important landmarks as well as antique cars owned by local residents who used the Garage as a museum. Sadly, all that remains is a historic marker, in front of SunTrust Bank, built on its ashes on East Granada Boulevard. Racing on Ormond Beach started in 1902. But the city’s famous connection with racing began in 1903 when the Winton Bullet won a Challenge Cup against the Olds Pirate by two-tenths of a second. -
Elevated Railway. SEE--Ste-A-SEE
J. W. POST Elevated Railway. No. 206,385. Patented July 23, 1878. SEE--Ste-A-SEE- - -A-C-E- N 2- to sa, 4. YYl 2%a.SSSSSSS-412 A. 22 2 22 o a. WITNESSES Ze w A NVENTOR 2% ATORNEY . N. PerERs, Photo-LTHOGRAPHER, washington, D. c. ga, as UNITED STATES PATENT OFFICE. - JOIN W. POST, OF NEW YORK, N. Y. IMPROVEMENT IN ELEVATED RALWAYS. Specification forming part of Letters Patent No. 206, 3S-5, lated July 23, 1S7s; application filed July 11, 1878. To all chon it may concern: foundlation-plate of suitable size, which is Be it known that I, JoHN W. POST, of New firmly laid on bed-rock or other substantial York city, in the county of New York and base in a suitable excavation, and securely State of New York, have invented certain new embedded in proper position by cement or oth and useful Improvements in Elevated Rail erwise. Upon the top of said plate is laid roads; and I do hereby declare that the fol some indestructible non-conducting and non lowing is a full, clear, and exact description vibrating substance B. thereof, which will enable others skilled in The letter C represents the columns, stand the art to which it appertains to make and use ards, or posts which support the superstruc the same, reference being had to the accompa ture. These are made hollow, and each are inying drawings, and to letters of reference provided with a flanged base, D, which rests lmarked thereon, which form a part of this upon the top of the base-plate and its packing, specification. -
JPB Board of Directors Meeting of October 3, 2019 Correspondence
JPB Board of Directors Meeting of October 3, 2019 Correspondence as of October 1, 2019 # Subject 1. The Gravity of RWC Station 2. Caltrain Business Plan Long Range Service Vision 3. Redwood trees along San Carlos Station Platform 4. Caltrain 2.0 – Elevated: Save $7B+, Better SF Stations, Bike Path From: Ian Bain To: Jeremy Smith Cc: GRP-City Council; Board (@caltrain.com); Board (@samtrans.com); Warren Slocum; Sequoia Center Vision Subject: Re: The Gravity of RWC Station Date: Friday, September 27, 2019 2:58:18 PM Dear Mr. Smith, On behalf of the City Council, thank you for writing to express your thoughts on the Sequoia Station proposal. If this proposal were to go forward, it would require a general plan amendment. As part of due process, City staff will evaluate the developer's proposal, and I believe it will take a couple of months before this issue comes before the Council to consider whether to initiate an amendment process. When it does, your thoughts and concerns will be considered. Thank you again for writing to us. Respectfully, Ian Bain IAN BAIN Mayor City of Redwood City Phone: (650) 780-7565 E-mail: [email protected] www.redwoodcity.org On Fri, Sep 27, 2019 at 10:06 AM Jeremy Smith <[email protected]> wrote: Esteemed council members, I am one of the “young” people riddled with worry about climate change and how the destruction it poses to our world and local communities. Living densely around transit is one of the best ways we in the Bay Area can reduce our carbon emissions and maintain economic growth per a UC Berkeley report in 2017 and several others since then. -
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 ................................................................................. -
Rosa Katz: Oral History Transcript
Rosa Katz: Oral History Transcript www.wisconsinhistory.org/HolocaustSurvivors/Katz. asp Name: Rachel (Rosa) Goldberg Katz (1924–2012) Birth Place: Lodz, Poland Arrived in Wisconsin: 1953, Oshkosh Project Name: Oral Histories: Wisconsin Survivors Rosa Katz of the Holocaust Biography: Rachel (Rosa) Goldberg Katz was born in Lodz, Poland, on May 6, 1924, to a well-to-do family with liberal Jewish beliefs. In 1935, her sister and brother-in-law immigrated to Palestine while the rest of the family remained in Poland. When the Germans occupied Lodz in 1939, 15-year-old Rosa was among the thousands of Jews crowded into the city's ghetto. Three years later, in July 1942, her mother was deported from the ghetto and never heard from again. In August 1944, the Lodz Ghetto was liquidated. Its starving residents, including Rosa, her father, brother, and sister-in-law, Hela, were all shipped to Auschwitz. There she was separated from her father and brother. She never saw them again. German officials mistakenly sent Rosa and hundreds of other Jewish women (instead of French prisoners) to work at the Krupp munitions factory in Berlin. For eight months, Rosa assembled delicate timepieces for German bombs. In March 1945, she was transferred to the death camp in Ravensbruck, Germany. The Swedish Red Cross liberated the camp within a month of her arrival. Its inhabitants were transported to Sweden where Rosa recuperated for several years. She married Bernard Katz there (also a survivor). In April 1948, they came to the U.S. Initially settling in North Carolina, the Katz family moved to Oshkosh, Wisconsin, in 1953. -
Transcontinental Railways and Canadian Nationalism Introduction Historiography
©2001 Chinook Multimedia Inc. Page 1 of 22 Transcontinental Railways and Canadian Nationalism A.A. den Otter ©2001 Chinook Multimedia Inc. All rights reserved. Unauthorized duplication or distribution is strictly prohibited. Introduction The Canadian Pacific Railway (CPR) has always been a symbol of Canada's nation-building experience. Poets, musicians, politicians, historians, and writers have lauded the railway as one of the country's greatest achievements. Indeed, the transcontinental railway was a remarkable accomplishment: its managers, engineers, and workers overcame incredible obstacles to throw the iron track across seemingly impenetrable bogs and forests, expansive prairies, and nearly impassable mountains. The cost in money, human energy, and lives was enormous. Completed in 1885, the CPR was one of the most important instruments by which fledgling Canada realized a vision implicit in the Confederation agreement of 1867-the building of a nation from sea to sea. In the fulfilment of this dream, the CPR, and subsequently the Canadian Northern and Grand Trunk systems, allowed the easy interchange of people, ideas, and goods across a vast continent; they permitted the settlement of the Western interior and the Pacific coast; and they facilitated the integration of Atlantic Canada with the nation's heartland. In sum, by expediting commercial, political, and cultural intercourse among Canada's diverse regions, the transcontinentals in general, and the CPR in particular, strengthened the nation. Historiography The first scholarly historical analysis of the Canadian Pacific Railway was Harold Innis's A History of the Canadian Pacific Railway. In his daunting account of contracts, passenger traffic, freight rates, and profits, he drew some sweeping conclusions. -
2010-01-26 Houston Installation Contact Wire1
Installation of Contact Wire (CW) for High Speed Lines - Recommendations Dr.-Ing. Frank Pupke Product Development Metal and Railways IEEE meeting - Houston, 25.01.2010 Frank Pupke 2010-01-25 Content 1. Material properties 2. Tension 3. Levelling Device 4. Examples for installation with levelling device 5. Quality check 6. Different Contact Wires in Europe 7. Recommendations Frank Pupke 2010-01-25 Examples – High speed Cologne- Frankfurt Spain Frank Pupke 2010-01-25 World Record Railway 574,8 km/h with nkt cables products The high-speed train TGV V150 reached with a speed of 574,8 km/h the world land speed record for conventional railed trains on 3 April 2007. The train was built in France and tested between Strasbourg and Paris The trials were conducted jointly by SNCF, Alstom and Réseau Ferré de France The catenary wire was made of bronze, with a circular cross-section of 116 mm2 and delivered by nkt cables. Catenary voltage was increased from 25 kV to 31 kV for the record attempt. The mechanical tension in the wire was increased to 40 kN from the standard 25 kN. The contact wire was made of copper tin by nkt cables and has a cross-section of 150 mm2. The track super elevation was increased to support higher speeds. The speed of the transverse wave induced in the overhead wire by the train's pantograph was thus increased to 610 km/h, providing a margin of safety beyond the train's maximum speed. Frank Pupke 2010-01-25 1. Material Properties - 1 Contact wire drawing: Frank Pupke 2010-01-25 1. -
Annual Report
COUNCIL ON FOREIGN RELATIONS ANNUAL REPORT July 1,1996-June 30,1997 Main Office Washington Office The Harold Pratt House 1779 Massachusetts Avenue, N.W. 58 East 68th Street, New York, NY 10021 Washington, DC 20036 Tel. (212) 434-9400; Fax (212) 861-1789 Tel. (202) 518-3400; Fax (202) 986-2984 Website www. foreignrela tions. org e-mail publicaffairs@email. cfr. org OFFICERS AND DIRECTORS, 1997-98 Officers Directors Charlayne Hunter-Gault Peter G. Peterson Term Expiring 1998 Frank Savage* Chairman of the Board Peggy Dulany Laura D'Andrea Tyson Maurice R. Greenberg Robert F Erburu Leslie H. Gelb Vice Chairman Karen Elliott House ex officio Leslie H. Gelb Joshua Lederberg President Vincent A. Mai Honorary Officers Michael P Peters Garrick Utley and Directors Emeriti Senior Vice President Term Expiring 1999 Douglas Dillon and Chief Operating Officer Carla A. Hills Caryl R Haskins Alton Frye Robert D. Hormats Grayson Kirk Senior Vice President William J. McDonough Charles McC. Mathias, Jr. Paula J. Dobriansky Theodore C. Sorensen James A. Perkins Vice President, Washington Program George Soros David Rockefeller Gary C. Hufbauer Paul A. Volcker Honorary Chairman Vice President, Director of Studies Robert A. Scalapino Term Expiring 2000 David Kellogg Cyrus R. Vance Jessica R Einhorn Vice President, Communications Glenn E. Watts and Corporate Affairs Louis V Gerstner, Jr. Abraham F. Lowenthal Hanna Holborn Gray Vice President and Maurice R. Greenberg Deputy National Director George J. Mitchell Janice L. Murray Warren B. Rudman Vice President and Treasurer Term Expiring 2001 Karen M. Sughrue Lee Cullum Vice President, Programs Mario L. Baeza and Media Projects Thomas R. -
Sydney, 17 July 2003 (PDF 435.1
SPARK AND CANNON Telephone: Adelaide (08) 8212 3699 TRANSCRIPT Hobart (03) 6224 2499 Melbourne (03) 9670 6989 OF PROCEEDINGS Perth (08) 9325 4577 Sydney (02) 9211 4077 _______________________________________________________________ PRODUCTIVITY COMMISSION INQUIRY INTO DISABILITY DISCRIMINATION ACT MRS H. OWENS, Presiding Commissioner MS C. McKENZIE, Commissioner TRANSCRIPT OF PROCEEDINGS AT SYDNEY ON THURSDAY, 17 JULY 2003, AT 9.09 AM Continued from 15/7/03 DDA 1332 dda170303.doc MRS OWENS: Good morning. Welcome to the public hearing for the Productivity Commission inquiry into the Disability Discrimination Act 1992, which we will refer to as the DDA. My name is Helen Owens, I'm the presiding commissioner. On my left is my associate commissioner, Cate McKenzie. The hearing will have breaks for morning tea, lunch and afternoon tea. We will need to stick fairly closely to the timetable today, because we've got a lot of participants. On 5 February this year the government asked the commission to review the DDA and the Disability Discrimination Regulations 1996. The terms of reference for the inquiry ask us to examine the social impact of the DDA on people with disabilities and on the community as a whole. Among other things, the commission is required to assess the costs and benefits of the DDA and its effectiveness in achieving its objectives. We have already talked informally to a wide range of organisations and individuals. The purpose of this hearing today is to provide an opportunity for interested parties to discuss their submissions and their views on the public record. We will be holding hearings in Melbourne following the hearings today and tomorrow in Sydney. -
Avalanche Defences for the Trans-Canada Highway at Rogers Pass Schaerer, P
NRC Publications Archive Archives des publications du CNRC Avalanche defences for the Trans-Canada Highway at Rogers Pass Schaerer, P. A. For the publisher’s version, please access the DOI link below./ Pour consulter la version de l’éditeur, utilisez le lien DOI ci-dessous. Publisher’s version / Version de l'éditeur: https://doi.org/10.4224/20358539 Technical Paper (National Research Council of Canada. Division of Building Research), 1962-11 NRC Publications Archive Record / Notice des Archives des publications du CNRC : https://nrc-publications.canada.ca/eng/view/object/?id=c276ab3a-c720-4997-9ad8-ff6f9f9a7738 https://publications-cnrc.canada.ca/fra/voir/objet/?id=c276ab3a-c720-4997-9ad8-ff6f9f9a7738 Access and use of this website and the material on it are subject to the Terms and Conditions set forth at https://nrc-publications.canada.ca/eng/copyright READ THESE TERMS AND CONDITIONS CAREFULLY BEFORE USING THIS WEBSITE. L’accès à ce site Web et l’utilisation de son contenu sont assujettis aux conditions présentées dans le site https://publications-cnrc.canada.ca/fra/droits LISEZ CES CONDITIONS ATTENTIVEMENT AVANT D’UTILISER CE SITE WEB. Questions? Contact the NRC Publications Archive team at [email protected]. If you wish to email the authors directly, please see the first page of the publication for their contact information. Vous avez des questions? Nous pouvons vous aider. Pour communiquer directement avec un auteur, consultez la première page de la revue dans laquelle son article a été publié afin de trouver ses coordonnées. Si vous n’arrivez pas à les repérer, communiquez avec nous à [email protected].