Charlotte is an Amtrak station located at 1914 North Tryon Street, about 1.5 miles to the northeast of Uptown Charlotte. Owned by Norfolk Southern, it is located near that railroad's yard outside Uptown, it is the southern terminus for the Carolinian and Piedmont, as well as a service stop on the Crescent. As of 2018, it is Amtrak's sixth-busiest station in the Southeast United States; the outdated station, disconnected from the city center, will be replaced by a new station uptown, Charlotte Gateway Station, tentatively scheduled to open in 2022. Opened in 1962, this was Charlotte's second station to be served by the Southern Railway, now part of Norfolk Southern, it was designed by Inc.. The structure was designed to be constructed and therefore included the use of an exposed precast concrete framing system. A separate mail building and boiler house were constructed northeast of the station; the facility is smaller than its predecessor station on 531 West Trade Street, a response to the dramatic decrease in passenger rail service of that time.
Southern Railway continued passenger rail service until 1979. In 2002, with partnership with the North Carolina Department of Transportation, the station was expanded with additional space for the waiting area, additional ticket window and new benches that replaced the original wood furniture. Southern was one of the few large railroads that opted out of Amtrak in 1971. For most of the 1970s, Southern ran two routes through Charlotte. In addition to the overnight Southern Crescent, it operated the Piedmont Limited, a daytime train that ran from Atlanta to Washington–essentially, the middle leg of the Southern Crescent; the Piedmont was truncated to a Charlotte-Washington train for much of 1975 cut back further to Salisbury before being discontinued altogether in 1976, shortly before Southern bowed out of passenger service and handed its trains to Amtrak in 1979. For most of the next two decades, the only train that called at Charlotte was the Crescent, which arrived late at night in both directions.
An early version of the Carolinian provided daylight service for much of 1984 and 1985. Since the Carolinian returned in 1990, the station has seen increased traffic, is now served by ten trains per day. Opened in June 1896, the Seaboard Depot was designed by Charles Hook and is located at 945 North College Street; the station was a replacement of an earlier station built by the Wilmington and Rutherfordton Railroad Company, from 1858-1895. The two-story pink stucco station offered white and colored waiting areas on the first floor, separated by a hallway and ticket office, toilet facilities and a baggage room. Renovation to the station occurred in 1916-17, at a cost of $22,000. Drafted by Seaboard architects and constructed by A. M. Walkup Company of Richmond, Virginia. On November 1958, the station discontinued passenger service. Built in 1886, the Richmond and Danville Depot was located on Trade Street on the east side of the downtown bypass tracks. Replacing the Atlanta & Charlotte depot, located same area but on opposite side of tracks, it was two-and-half-story with eaves on nearly all sides.
The facility including two waiting rooms, ticket office, dining room, telegram office, baggage area and a Southern Express Company office. In 1894, ownership changed to the Southern Railway Company. Opened in 1906, the Southern Depot was designed by Frank Milburn and was located at 531 West Trade Street. Replacing the Richmond and Danville Depot, located in same area, the three-story Mediterranean style station had one side platform and one island platform operating on three tracks; the facility included waiting ticket office and baggage facilities on the first floor. A separate two-story Southern Express Company building was located south adjacent to station, while the three-story Stonewall Hotel was located east adjacent to the station. Eaves on nearly all sides of the station, it had a high arch going over two tracks, connecting with the island platform canopy. Multiple trains per day traveled through the station on the route of today's Crescent, the Southern Railway incarnation of the train, as well as other trains, such as the Peach Queen.
The station was the point of departure for the Southern's Augusta Special toward Augusta, Georgia's Augusta Union Station by way of Columbia, South Carolina until the route's termination in 1966. Because of a grade separation project and the reduction in passenger service, the station was replaced in 1962 with the current Southern, Amtrak, station at 1914 North Tryon Street. Soon afterwards the station was razed, while two of the three tracks were raised to separate grade crossings with Fourth and Fifth streets. On November 1973, a Greyhound station was opened where the Southern Depot once stood, while unused land became car parking lots. Opened in July 1912, the Piedmont and Northern Railway Interurban Depot w
Oriang Hydroelectric Power Station is a proposed 400 megawatts hydroelectric power station in Uganda. The power station would be located on the Nile River, downstream of Karuma Hydroelectric Power Station, but upstream of Murchison Falls; this location is in Nwoya District, in the Northern Region of Uganda, close to the location where Oriang Stream enters the Victoria Nile. Oriang is 923 metres, above sea level. In 2009, the government of Uganda commissioned a study, titled Project for Master Plan Study on Hydropower Development in the Republic of Uganda, conducted by Electric Power Development Company Limited and Nippon Koei Company Limited, was funded by the Japan International Cooperation Agency. In the report of that study, published in 2011, three large hydroelectric power stations were identified for immediate development, in the 2013 to 2023 time-frame, namely Isimba Hydroelectric Power Station, Karuma Hydroelectric Power Station and Ayago Hydroelectric Power Station. Two other stations were identified for development in the medium term, after the first three, namely Oriang Power Station, Kiba Power Station.
The development of Oriang Power Station is in progress. In 2013, The EastAfrican newspaper reported that this power station was in the process of being prepared for tendering. Construction is anticipated to begin in 2020, last five years; the JICA report outlined a possible phased approach, where the power station is built over a number of years and commissioned in phases, to conserve resources and avoid building over-capacity. Ayago Hydroelectric Power Station Kiba Hydroelectric Power Station Isimba Hydroelectric Power Station Karuma Hydroelectric Power Station Government power projects face dark future as Energy Fund dries up As of 8 June 2017