1.
Chicago, Rock Island and Pacific Railroad
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The Chicago, Rock Island and Pacific Railroad was a Class I railroad in the United States. It was also known as the Rock Island Line, or, in its final years, at the end of 1970 it operated 7183 miles of road on 10669 miles of track, that year it reported 20557 million ton-miles of revenue freight and 118 million passenger-miles. The song Rock Island Line, a spiritual from the late 1920s first recorded in 1934, was inspired by the railway, construction began October 1,1851, in Chicago, and the first train was operated on October 10,1852, between Chicago and Joliet. Construction continued on through La Salle, and Rock Island was reached on February 22,1854, the Mississippi river bridge between Rock Island and Davenport was completed on April 22,1856. In 1857, Abraham Lincoln represented the Rock Island in an important lawsuit regarding bridges over navigable rivers, the suit had been brought by the owner of a steamboat which was destroyed by fire after running into the Mississippi river bridge. Lincoln argued that not only was the steamboat at fault in striking the bridge, the M&M was acquired by the C&RI on July 9,1866, to form the Chicago, Rock Island and Pacific Railroad Company. The railroad expanded through construction and acquisitions in the following decades, the Rock Island stretched across Arkansas, Colorado, Illinois, Iowa, Kansas, Minnesota, Missouri, Nebraska, New Mexico, Oklahoma, South Dakota and Texas. The easternmost reach of the system was Chicago, and the system also reached Memphis, Tennessee, west, it reached Denver, Colorado, and Santa Rosa, New Mexico. Southernmost reaches were to Galveston, Texas, and Eunice, Louisiana while in a direction the Rock Island got as far as Minneapolis. The heaviest traffic was on the Chicago-to-Rock Island and Rock Island-to-Muscatine lines, in common with most American railroad companies, the Rock Island once operated an extensive passenger service. The primary routes served were, Chicago-Los Angeles, Chicago-Denver, Memphis-Tucumcari, the Rock Island ran both Limited and Local service on those routes as well as locals on many other lines on its system. In 1937, the Rock Island introduced Diesel power to its passenger service, in competition with the Santa Fe Chiefs, the Rock Island jointly operated the Golden State Limited with the Southern Pacific Railroad from 1902–1968. On this route, the Rock Islands train was marketed as a low altitude crossing of the Continental Divide, the Rock Island did not concede to the Santa Fes dominance in the Chicago-Los Angeles travel market and re-equipped the train with new streamlined equipment in 1948. At the same time, the Limited was dropped from the trains name, the local run on this line was known as the Imperial. The 1948 modernization of the Golden State occurred with some controversy, in 1947, both the Rock Island and Southern Pacific jointly advertised the coming of a new entry in the Chicago-Los Angeles travel market. The Golden Rocket was scheduled to match the Santa Fes transit time end-to-end and was to have its own dedicated trainsets, one purchased by the Rock Island. As the Rock Islands set of streamlined cars was being finished. The Rock Islands cars were delivered and would find their way into the Golden States fleet soon after delivery, the Golden State was the last first-class train on the Rock Island, retaining its dining cars and sleeping cars until its last run on February 21,1968
2.
Midland Railway (Kansas)
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The Midland Railway is a heritage railroad headquartered in Baldwin City, Kansas. It was chartered in 1982 to find a railroad line to operate. Midland purchased the line from Baldwin City to Ottawa, Kansas from the Atchison, Topeka and Santa Fe Railway in 1987, total length of the line is 11 miles. Midlands base of operations is the built in 1906 by the Atchison, Topeka. This building was added to the National Register of Historic Places in 1983, Midland has received two matching federal grants to rebuild track. Private grants have and are being used to rebuild railroad equipment, starting in 2004, excursion trains are run all the way from Baldwin City to Ottawa. The regular operating season runs from Memorial Day to October 31, special events and fairs are held at various times through the year. Weekend Boy Scout camps are held in the spring and fall, midlands Scout program is one of the few in the country to offer a railroading merit badge. Baldwin City, Kansas Norwood, Kansas Ottawa, Kansas List of heritage railroads in the United States List of Kansas railroads Official website
3.
Baldwin City, Kansas
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Baldwin City is a city in Douglas County, Kansas, United States about 12 miles south of Lawrence and 15 miles west of Gardner. As of the 2010 census, the city population was 4,515, the city is home to Baker University, the states oldest four-year university. Baldwin City began as a stop on the Santa Fe Trail named Palmyra. The small town consisted of a shop, blacksmith, hotel, lawyer, drug store. In 1858, a group of Methodist ministers gathered at Kibbee Cabin, the town of Palmyra bought land to the south for the university and surrounding city. A main benefactor was John Baldwin and the town was named in his honor, Baldwin built a saw mill which was at present-day Fifth and Indiana Streets. The first post office in the town, then called Palmyra, was established in June,1857, Baldwin was incorporated on September 22,1870. Baldwin City unwittingly found themselves surrounded by the events led up to the American Civil War. Three miles east of Baldwin was the site of Black Jack where the Battle of Black Jack took place on June 2,1856. The night before that battle, John Brown stayed in Prairie City, in 1863, Quantrills raiders passed within three miles of Baldwin after the burning of Lawrence. In 1867, the Leavenworth, Lawrence and Fort Gibson railroad laid tracks, in 1906, the Santa Fe Depot was built and today the Midland Railway offers over 20-mile round trip excursion rides to Ottawa via Nowhere and Norwood. Midlands Scout program is one of the few in the country to offer a railroading merit badge, every year since 1957, Baldwin City has hosted the Maple Leaf Festival during the third full weekend in October. It began as a way to celebrate a successful harvest and to view the fall foliage. Today, it is the largest fall family event in the area and features a parade, arts and crafts, quilt show, theatrical performances, history tours, train rides, annually it draws crowds of 30,000 or more. Baldwin City is located at 38°46′39″N 95°11′15″W, according to the United States Census Bureau, the city has an area of 2.64 square miles, of which,2.62 square miles is land and 0.02 square miles is water. The areas climate is characterized by hot, humid summers and generally mild to cool winters, according to the Köppen Climate Classification system, Baldwin City has a humid subtropical climate, abbreviated Cfa on climate maps. Baldwin City is part of the Lawrence Metropolitan Statistical Area, as of the census of 2010, there were 4,515 people,1,501 households, and 1,011 families residing in the city. The population density was 1,723.3 inhabitants per square mile, there were 1,665 housing units at an average density of 635.5 per square mile
4.
Electro-Motive Diesel
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Electro-Motive Diesel is an American manufacturer of diesel-electric locomotives, locomotive products and diesel engines for the rail industry. The company is owned by Caterpillar through its subsidiary Progress Rail Services Corporation, in 1930, General Motors purchased Electro-Motive Company and the Winton Engine Co. combining the two to form its Electro-Motive Division in 1941. In 2005, GM sold EMD to Greenbriar Equity Group and Berkshire Partners, in 2010, Progress Rail Services completed the purchase of Electro-Motive Diesel from Greenbriar, Berkshire, and others. EMDs headquarters, engineering facilities and parts manufacturing operations are based in McCook, Illinois, while its final assembly line is located in Muncie. EMD also operates a traction motor maintenance, rebuild and overhaul facility in San Luis Potosí, as of 2008, EMD employed approximately 3,260 people, and in 2010 it held approximately 30 percent of the market for diesel-electric locomotives in North America. Harold L. Hamilton and Paul Turner founded the Electro-Motive Engineering Corporation in Cleveland, Ohio, in 1922, the company developed and marketed self-propelled railcars using General Electrics newly developed internal combustion-electric propulsion and control systems. Hamilton started his career as a fireman, then locomotive engineer, on the Southern Pacific Railroad. Financing himself, he quit his sales position and set up shop in a hotel with his partner. In 1923 EMC sold two gasoline-powered rail motor cars, one to the Chicago Great Western and the other to the Northern Pacific, EMC subcontracted the body construction to St. Louis Car Company, electrical components to General Electric, and the prime mover to Winton Engine Company. The motorcars were delivered in 1924 and worked well, fortunate for the fledgling company, in 1925, EMC entered full-scale production, selling 27 railcars. In 1930 General Motors was seeking to improve their Diesel technology and they purchased the Winton Engine Company who, in addition to their Diesel products, sold non-Diesel engines for EMC-developed rail motorcars. The combined resources of GM and their new Winton subsidiary were focused on developing Diesel engines with improved power-to-weight ratios, GM saw EMCs role in marketing and applications development as fitting their objectives and purchased the company shortly after the Winton acquisition, renaming it Electro-Motive Corporation. In 1933 EMC designed the power setups for the Zephyr and M-10000 streamliners, the Zephyr used the first major product of the new GM-Winton venture, the 600 hp Winton 201A 2-stroke Diesel engine. Encouraged by the success of the new streamliners, EMC invested in a new locomotive factory. The new headquarters on 55th Street in McCook, Illinois, west of Chicago, in 1938 EMC started production of locomotives using GMs new 567 engine, which upgraded the horsepower to 2000 per locomotive unit and increased reliability. The 567, named for its displacement-per-cylinder of 567.45 in³, was a two-cycle Roots-blown, Uniflow-scavenged, Unit-injected engine with overhead camshafts and it was built as a V-6, V-8, V-12 and V-16. Charles F. Kettering and the General Motors Research Corporation were in charge of its development and their nearest competitor was the American Locomotive Company, who started production of less-developed Diesel locomotives to compete with the E-units in 1939. Baldwins response to the challenge of the E-units was to develop a steam locomotive design that pushed beyond the limits of practicality, passenger trains made little money for the railroads, but replacement of steam engines with reliable Diesel units could provide railroads with a crucial difference for profitability
5.
A unit
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This terminology is generally used in North America, since only there was it commonplace to build B units—cabless locomotive units which normally could not lead a train. Typical driving cab features, and therefore A unit features, include windshields, rectangular windows, crew seats, heating. B units always lack all of these features, except that some EMD F-units have an extra side window for a hostler. This terminology has fallen out of use for newer locomotives, since it only applied to the cab unit style of locomotive. Thus, the cab unit is used only when an A unit has a carbody design. Hood unit road switcher types were equipped with driving cabs. In some cases, A units were converted to B units, if the unit had been involved in a collision which damaged the cab, it was sometimes more cost-effective to rebuild the unit without the cab. In rarer cases, B units were converted to A units, the Chicago and North Western Railway converted several E8B units purchased from the Union Pacific Railroad. The cabs on the units were referred to as Crandall Cabs. Library of Congress Catalog Card No
6.
B unit
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A B unit, in railroad terminology, is a locomotive unit which does not have a driving cab or crew compartment, and must therefore be controlled from another, coupled locomotive with a driving cab. The terms booster unit and cabless are also used, the concept is largely confined to North America. Elsewhere, locomotives without driving cabs are rare, some B units cannot be moved without a controlling unit attached, but most have some simple controls inside, and often a side window at that control station. For example, B unit versions of the EMD FT with conventional couplers had a fifth porthole-style window added on the side only for the control station. These controls enable a hostler to move the B-unit locomotive by itself in a yard or shops, B units without controls are generally semi-permanently coupled to controlling units. Sometimes, there is a distinction between the types, a booster is a B unit with hostler controls, and a slave is a B unit without hostler controls. The reasons railroads ordered B units included the fact that a B unit was slightly cheaper, with no driving cab, B units lack windshields, crew seats, radios, heating, and air conditioning. There would also be no toilets, which were found in the short hood of an A unit. When a three- or four-unit locomotive was considered an indivisible unit, finally, B units gave a smoother line to the train for passenger service. B units were built in the cab unit days in the 1930s, 1940s, 1950s and 1960s. Few B units have been built in the last 40 years, railroads that kept ordering B units longer than most were largely Western roads, including the Southern Pacific, Union Pacific, Burlington Northern, and the Santa Fe. Santa Fe ordered the GP60B model in 1991, which were the final B units built for service in North America as of 2005. In some cases, a B unit is converted from an already existing A unit, the cab is either removed or has its windows blanked out, and all non-essential equipment is removed. The degree to which equipment is removed depends on the railroad, but may include the removal of the speedometer, event recorder, horn, headlights, toilet. This conversion was performed when the A unit had been in a collision. In some rare instances, B units were converted to incorporate a cab, the homebuilt cabs were referred to as Crandall Cabs. Also, the Santa Fe rebuilt four of its five GP7Bs to GP9us with cabs, in the Illinois Central Gulfs GP11 rebuild program, some of the engines used were ex-UP GP9Bs, and in their SD20 program, some ex-UP SD24Bs were also used. BNSF converted a former ATSF GP60B #370 into a cab unit and was renumbered to #170 in 2010, in rare instances, a B unit will run at the front of a train
7.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
8.
Bogie
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A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
9.
Blomberg B
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The Blomberg B is a B diesel locomotive truck. These trucks were the standard EMD four wheel truck from the FT until the GP60, EMD introduced the truck in 1939. Unofficially it is named after Martin Blomberg, who joined the company the year before, the truck was derived from an earlier three axle truck designed by Blomberg, and was used starting with the FT. Blomberg trucks can be identified by their prominent outside swing hangers, the outside placement has the advantage of widening its spring base from 56 to 96 inches. Due to the swinging hanger suspension system these trucks are referred to in the railroad business as swing hanger trucks. The term Blomberg truck isnt used even in some railroad training literature that specifically describes truck types, a popular modification by railroads in later years was reducing the number of brake shoes from 8 to 4 by reconfiguring the double-clasp brake rigging, removing one brake shoe per wheel. This can give the Blomberg B a similar appearance of later Blomberg M trucks, a modified version of the truck called the Blomberg M was used starting with the four-axle Dash 2 series locomotives. Hydraulic snubbers were used on diagonally opposite journals, and the spring suspension was replaced with rubber pads. This version had only one brake actuating cylinder per side and revised brake rigging using threaded adjusters, there is also a later variation of the Blomberg M found on the GP60 and F59PH models. The main spotting features of this version are leaf spring suspension and exposed roller bearing ends, similar looking trucks can be found under modern MPI MPXpress locomotives. The rubber pads seen in the trucks in place of springs are actually springs themselves. Theyre constructed of laminated layers of rubber cushioning material and steel plates and they do provide suspension, truck AAR type A switcher truck
10.
Minimum railway curve radius
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The minimum railway curve radius is the shortest allowable design radius for railway tracks under a particular set of conditions. It has an important bearing on costs and operating costs and, in combination with superelevation in the case of train tracks. Minimum radius of curve is one parameter in the design of vehicles as well as trams. Monorails and guideways are also subject to minimum radii, the first proper railway was the Liverpool and Manchester Railway which opened in 1830. Like the trams that had preceded it over a hundred years, among other reasons for the gentle curves were the lack of strength of the track, which might have overturned if the curves were too sharp causing derailments. There was no signalling at this time, so drivers had to be able to see ahead to avoid collisions with previous trains, the gentler the curves, the longer the visibility. The earliest rails were made in lengths of wrought iron. Minimum curve radii for railroads are governed by the speed operated, for handling of long freight trains, a minimum 717-foot radius is preferred. The sharpest curves tend to be on the narrowest of narrow gauge railways, as the need for more powerful locomotives grew, the need for more driving wheels on a longer, fixed wheelbase grew too. But long wheel bases are unfriendly to sharp curves, various types of articulated locomotives were devised to avoid having to operate multiple locomotives with multiple crews. More recent diesel and electric locomotives do not have a wheelbase problem and this is particularly true of the European buffer and chain couplers, where the buffers extend the profile of the railcar body. For a line with maximum speed 60 km/h, buffer-and-chain couplings reduce the radius to around 200 m. A long heavy freight train, especially those with wagons of mixed loading, may struggle on sharp curves, common solutions include, marshalling light and empty wagons at rear of train intermediate locomotives, including remotely controlled ones. Easing curves reduced speeds reduced cant, at the expense of fast passenger trains, equalizing wagon loading better driver training driving controls that display drawgear forces. And c2013 Electronically Controlled Pneumatic brakes, a similar problem occurs with harsh changes in gradients. To counter this, a cant is used, ideally the train should be tilted such that resultant force acts straight down through the bottom of the train, so the wheels, track, train and passengers feel little or no sideways force. Some trains are capable of tilting to enhance this effect for passenger comfort, because freight and passenger trains tend to move at different speeds and weigh dramatically different, a cant cannot be ideal for both types of rail traffic. The relationship between speed and tilt can be calculated mathematically, the values used when building high-speed railways vary, and depend on desired wear and safety levels
11.
Degree of curvature
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Degree of curve or degree of curvature is a measure of curvature of a circular arc used in civil engineering for its easy use in layout surveying. The degree of curvature is defined as the angle to the ends of an arc or chord of agreed length. Various lengths are used in different areas of practice. This angle is also the change in direction as that portion of the curve is traveled. Curvature is usually measured in radius of curvature, by this method curve setting can be easily done with the help of a transit or theodolite and a chain, tape or rope of a prescribed length. In an n-degree curve, the bearing changes by n degrees over the standard length of arc or chord. The usual distance in North American road work is 100 feet of arc, North American railroad work traditionally used 100 feet of chord and this may be used in other places for road work. Other lengths may be used—such as 30 metres or 100 metres where SI is favoured, or a shorter length for sharper curves. Where degree of curvature is based on 100 units of arc length, the conversion between degree of curvature and radius is Dr = 18000/π ≈5729.57795, where D is degree and r is radius. As an example, a curve with an arc length of 600 units that has a sweep of 6 degrees is a 1-degree curve, For every 100 feet of arc. The radius of such a curve is 5729.57795, if the chord definition is used each 100-unit chord length will sweep 1 degree with a radius of 5729.651 units, and the chord of the whole curve will be slightly shorter than 600 units. Since rail routes have very large radii, they are out in chords, as the difference to the arc is inconsequential. The 100 feet is called a station, used to define length along a road or other alignment, metric work may use similar notation, such as kilometers plus meters 1+000
12.
Prime mover (locomotive)
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In engineering, a prime mover is an engine that converts fuel to useful work. In locomotives, the mover is thus the source of power for its propulsion. Generally it is any locomotive powered by a combustion engine. In an engine-generator set, the engine is the prime mover, in a diesel-mechanical locomotive, the prime mover is the diesel engine that is mechanically coupled to the driving wheels. The prime mover can also be a gas turbine instead of a diesel engine, in either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no prime mover, instead relying on an external power station. The engine and generator set of a locomotive are sometimes coupled as a removable unit called the power unit
13.
EMD 567
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The EMD567 is a line of large medium-speed diesel engines built by General Motors Electro-Motive Division. This engine, which succeeded Wintons 201A, was used in EMDs locomotives from 1938 until its replacement in 1966 by the EMD645 and it has a bore of 8 1⁄2 in, a stroke of 10 in and a displacement of 567 cu in per cylinder. Like the 201A, the EMD645 and the EMD710 and it is a V engine with an angle of 45° between cylinder banks. The 710,645, and 567 are the only two-stroke engines commonly used today in locomotives, eugene W. Kettering, son of Charles F. Kettering, joined Winton Engine in 1930. He moved to Detroit in 1936, and was a figure in the development of the 567. He moved to EMD in 1938, became Chief Engineer at EMD in 1948, then Division Director in 1956, although this power increase is not recommended, horsepower-for-horsepower updates are quite successful and common. Because of their age,567 engines are exempt from emissions rules. EMD manufactures a series of 645 power assemblies which are particularly useful in updating these exempt 567 engines. EMDs chief competitor, GE, now makes EMD-compatible replacement parts, all 567 engines are two-stroke 45 degree V-engines. The engine is a design with four poppet-type exhaust valves in the cylinder head. For maintenance, an assembly, consisting of a cylinder head, cylinder liner, piston, piston carrier. The block is made flat, formed and rolled structural steel members. Blocks may, therefore, be repaired, if required. Each bank of cylinders has a camshaft which operates the exhaust valves. The 567 is laid out with engine accessories at the forward end, the blowers and camshafts are at the rear end of the engine, with the blowers mounted above the power take off. All engines have mechanically-controlled unit injectors, see EMD645 for general specifications common to all 567-645-710 engines. All 567 engines utilize forced induction, with either a Roots blower or a turbocharger, at higher engine speeds, increased exhaust gas temperature is sufficient to drive the turbine and the clutch disengages, turning the turbo-compressor system into a true turbocharger. The turbo-compressor can revert to compressor mode momentarily during demands for large increases in output power
14.
V12 engine
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By using split crankpins or ignoring minor vibrations, any V angle is possible. The 180° configuration is referred to as a flat-twelve engine or a boxer although it is in reality a 180° V since the pistons can. This is not important in a car if all-out performance is the only goal. Since cost and fuel economy are usually important even in luxury and racing cars and it is often used in marine engines where great power is required, and the hull width is limited, but a longer vessel allows faster hull speed. In twin-propeller boats, two V12 engines can be enough to sit side-by-side, while three V12 engines are sometimes used in high-speed three-propeller configurations. Large, fast cruise ships can have six or more V12 engines, after World War II, the compact, more powerful, and vibration-free turboprop and turbojet engines replaced the V12 in aircraft applications. The first V-type engine was built in 1889 by Daimler, to a design by Wilhelm Maybach, by 1903 V8 engines were being produced for motor boat racing by the Société Antoinette to designs by Léon Levavasseur, building on experience gained with in-line four-cylinder engines. In 1904, the Putney Motor Works completed a new V12 marine racing engine—the first V12 engine produced for any purpose, a single camshaft mounted in the central V operated the valves directly. As in many engines, the camshaft could be slid longitudinally to engage a second set of cams. Starting is by pumping a charge into each cylinder and switching on the trembler coils, a sliding camshaft gave direct reversing. The camshaft has fluted webs and main bearings in graduated thickness from the largest at the flywheel end, displacing 1,120 cu in, the engine weighed 950 pounds and developed 150 bhp. Little is known of the achievements in the 40-foot hull for which it was intended. One V12 Dörwald marine engine was still running in a Hong Kong junk in the late-1960s. Two more V12s appeared in the 1909-1910 motor boat racing season, the Lamb Boat & Engine Company of Clinton, Iowa built a 1,559 cu in engine for the companys 32-foot Lamb IV. It weighed in at 2,114 pounds, no weight is known for the massive 3,464 cu in F-head engine built by the Orleans Motor Company. Output is quoted as nearly 400 bhp, by 1914, when Panhard built two 2,356 cu in engines with four-valve cylinder heads the V12 was well established in motor boat racing. In October 1913, Louis Coatalen, chief engineer of the Sunbeam Motor Car Company entered a V12 powered car in the Brooklands short, the engine displaced 9 L, with bore and stroke of 80 x 150 mm. An aluminum crankcase carried two blocks of three cylinders each along each side, with a 60 degree included angle, the cylinders were of iron, with integral cylinder heads with L-shaped combustion chambers
15.
Two-stroke diesel engine
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A two-stroke diesel engine is a diesel engine that works in two strokes. A diesel engine is a combustion engine that operates using the Diesel cycle. Invented in 1892 by German engineer Rudolf Diesel, it was based on the engine design. During the period of 1900 to 1930, four-stroke diesel engines enjoyed a relative dominance in practical diesel applications and this work was instrumental in bringing about the dieselisation of railroads in the 1940s and 1950s. All diesel engines use compression ignition, a process by which fuel is injected after the air is compressed in the combustion chamber, thereby causing the fuel to self-ignite. By contrast, gasoline engines utilize the Otto cycle, or, more recently, two-stroke internal combustion engines are simpler mechanically than four-stroke engines, but more complex in thermodynamic and aerodynamic processes, according to SAE definitions. In a two-stroke engine, more than one function occurs at any time during the engines operation. Intake begins when the piston is near the dead center. Air is admitted to the cylinder through ports in the cylinder wall, all two-stroke Diesel engines require artificial aspiration to operate, and will either use a mechanically driven blower or a turbo-compressor to charge the cylinder with air. In the early phase of intake, the air charge is used to force out any remaining combustion gases from the preceding power stroke. As the piston rises, the charge of air is compressed. Near top dead center, fuel is injected, resulting in combustion due to the extremely high pressure and heat created by compression. As the piston moves downward in the cylinder, it reach a point where the exhaust port is opened to expel the high-pressure combustion gasses. However, most current two-stroke diesel engines use top-mounted poppet valves, continued downward movement of the piston will expose the air intake ports in the cylinder wall, and the cycle will start again. In most EMD and GM two-stroke engines, very few parameters are adjustable, the scavenging ports are open from 45 degrees before BDC, to 45 degrees after BDC. The remaining, adjustable, parameters have to do with exhaust valve and injection timing, they are established to maximize combustion gas exhaust, a single camshaft operates the poppet-type exhaust valves and the Unit injector, using three lobes, two lobes for exhaust valves. Towards the end of scavenging, all products of combustion have been forced out of the cylinder, the compression stroke begins 16° later, at BDC+61°, for a compression stroke duration of 119°. Specific to GM two-stroke and related on-road/off-road/marine two-stroke engines, The same basic considerations are employed, electro-Motive Diesel, uniflow diesel engines for marine, railway and stationary applications Fairbanks-Morse, opposed-piston diesel engines for marine and stationary applications
16.
Roots-type supercharger
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The Roots type blower is a positive displacement lobe pump which operates by pumping a fluid with a pair of meshing lobes not unlike a set of stretched gears. Fluid is trapped in pockets surrounding the lobes and carried from the side to the exhaust. The most common application of the Roots type blower has been as the device on two-stroke Diesel engines, such as those produced by Detroit Diesel. Roots type blowers are also used to supercharge Otto cycle engines, with the blower being driven from the crankshaft via a timing or V-belt. In 1900, Gottlieb Daimler included a Roots-style blower in an engine design. Roots blowers are commonly referred to as air blowers or PD blowers, the Roots-type blower is simple and widely used. It can be effective than alternative superchargers at developing positive intake manifold pressure at low engine speeds. Peak torque can be achieved by about 2000 rpm, accumulated heat is an important consideration in the operation of a compressor in an internal combustion engine. Of the three basic types, the Roots design historically possessed the worst thermal efficiency, especially at high pressure ratios. In accordance with the gas law, a compression operation will raise the temperature of the compressed output. Additionally, the operation of the compressor itself requires energy input, although intercoolers are more commonly known for their use on turbochargers, superchargers may also benefit from the use of an intercooler. Internal combustion is based upon a cycle, and a cooler temperature of the intake charge results in a greater thermodynamic expansion. An intercooler reduces the efficiency by losing the heat introduced by compression. Above about 5 psi the intercooling improvement can become dramatic, with a Roots-type supercharger, one method successfully employed is the addition of a thin heat exchanger placed between the blower and the engine. Water is circulated through it to a unit placed near the front of the vehicle where a fan. The Roots design was used on two-stroke diesel engines, which require some form of forced induction. The Rootes Co. two-stroke diesel engine, used in Commer and Karrier vehicles, had a Roots-type blower but the two names are not connected. The model name of these units delineates their size, i. e. the once commonly used 4–71 and 6–71 blowers were designed for General Motors diesels having four or six cylinders of 71 cubic inches each
17.
Engine-generator
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An engine-generator or portable generator is the combination of an electrical generator and an engine mounted together to form a single piece of equipment. This combination is called an engine-generator set or a gen-set. In many contexts, the engine is taken for granted and the unit is simply called a generator. Engine-generators are available in a range of power ratings. Regardless of the size, generators may run on gasoline, diesel, natural gas, propane, bio-diesel, water, sewage gas or hydrogen. Most of the units are built to use gasoline as a fuel. Some engines may also operate on diesel and gas simultaneously, many engine-generators use a reciprocating engine, with fuels mentioned above. This can be an engine, such as most coal-powered fossil-fuel power plants use. Some engine-generators use a turbine as the engine, such as the gas turbines used in peaking power plants. The generator voltage, frequency and power ratings are selected to suit the load that will be connected, engine-driven generators fueled on natural gas fuel often form the heart of small-scale combined heat and power installations. There are only a few portable three-phase generator models available in the US, most of the portable units available are single-phase generators and most of the three-phase generators manufactured are large industrial type generators. In other countries where power is more common in households, portable generators are available from a few kW. Portable engine-generators may require an external power conditioner to safely operate some types of electronic equipment, small portable generators may use an inverter. Inverter models can run at slower RPMs to generate the power that is necessary, thus reducing the noise of the engine, inverter generators are best to power sensitive electronic devices such as computers and lights that use a ballast. The mid-size stationary engine-generator pictured here is a 100 kVA set which produces 415 V at around 110 A and it is powered by a 6. 7-liter turbocharged Perkins Phaser 1000 Series engine, and consumes approximately 27 liters of fuel an hour, on a 400-liter tank. Diesel engines in the UK can run on red diesel and rotate at 1,500 or 3,000 rpm and this produces power at 50 Hz, which is the frequency used in Europe. In areas where the frequency is 60 Hz, generators rotate at 1,800 rpm or another divisor of 3600, many generators produce enough kilowatts to power anything from a business to a full-sized hospital. These units are particularly useful in providing backup power solutions for companies which have serious economic costs associated with a shutdown caused by an power outage
18.
Traction motor
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A traction motor is an electric motor used for propulsion of a vehicle, such as an electric locomotive or electric roadway vehicle. Direct-current motors with field windings were the oldest type of traction motors. These provided a speed-torque characteristic useful for propulsion, providing high torque at speeds for acceleration of the vehicle. By arranging the field winding with multiple taps, the speed characteristic could be varied, a further measure of control was provided by using pairs of motors on a vehicle, for slow operation or heavy loads, two motors could be run in series off the direct current supply. Where higher speed was desired, the motors could be operated in parallel, making a higher voltage available at each, parts of a rail system might use different voltages, with higher voltages in long runs between stations and lower voltage near stations where slower operation would be useful. A variant of the DC system was the AC operated series motor, since both the armature and field current reverse at the same time, the behavior of the motor is similar to that when energized with direct current. The AC system allowed efficient distribution of power down the length of a rail line, AC induction motors and synchronous motors are simple and low maintenance, but are awkward to apply for traction motors because of their fixed speed characteristic. An AC induction motor only generates useful amounts of power over a speed range determined by its construction. Traditionally road vehicles have used diesel and petrol engines with a mechanical or hydraulic transmission system, traditionally, these were series-wound brushed DC motors, usually running on approximately 600 volts. The availability of high-powered semiconductors has now made practical the use of much simpler, synchronous AC motors are also occasionally used, as in the French TGV. Before the mid-20th century, a large motor was often used to drive multiple driving wheels through connecting rods that were very similar to those used on steam locomotives. Examples are the Pennsylvania Railroad DD1, FF1 and L5 and the various Swiss Crocodiles and it is now standard practice to provide one traction motor driving each axle through a gear drive. Usually, the motor is three-point suspended between the bogie frame and the driven axle, this is referred to as a nose-suspended traction motor. The problem with such an arrangement is that a portion of the weight is unsprung, increasing unwanted forces on the track. In the case of the famous Pennsylvania Railroad GG1, two bogie-mounted motors drove each axle through a quill drive, the Bi-Polar electric locomotives built by General Electric for the Milwaukee Road had direct drive motors. The rotating shaft of the motor was also the axle for the wheels, by mounting the relatively heavy traction motor directly to the power cars frame rather than to the bogie, better dynamics are obtained allowing better high-speed operation. The DC motor was the mainstay of electric drives on both electric and diesel-electric locomotives, street-cars/trams and diesel electric drilling rigs for many years. It consists of two parts, an armature and fixed field windings surrounding the rotating armature mounted around a shaft
19.
Cylinder (engine)
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A cylinder is the central working part of a reciprocating engine or pump, the space in which a piston travels. Multiple cylinders are arranged side by side in a bank, or engine block. Cylinders may be sleeved or sleeveless, a sleeveless engine may also be referred to as a parent-bore engine. A cylinders displacement, or swept volume, can be calculated by multiplying its cross-sectional area by the distance the piston travels within the cylinder, the engine displacement can be calculated by multiplying the swept volume of one cylinder by the number of cylinders. The rings make near contact with the walls, riding on a thin layer of lubricating oil. The first illustration depicts a longitudinal section of a cylinder in a steam engine, the sliding part at the bottom is the piston, and the upper sliding part is a distribution valve that directs steam alternately into either end of the cylinder. Refrigerator and air compressors are heat engines driven in reverse cycle as pumps. Internal combustion engines operate on the inherent volume change accompanying oxidation of gasoline, diesel fuel or ethanol and they are not classical heat engines since they expel the working substance, which is also the combustion product, into the surroundings. The reciprocating motion of the pistons is translated into crankshaft rotation via connecting rods, as a piston moves back and forth, a connecting rod changes its angle, its distal end has a rotating link to the crankshaft. A typical four-cylinder automobile engine has a row of water-cooled cylinders. V engines use two angled cylinder banks, the V configuration is utilized to create a more compact configuration relative to the number of cylinders. For example, there are also rotary turbines, the Wankel engine is a rotary adaptation of the cylinder-piston concept which has been used by Mazda and NSU in automobiles. Rotary engines are relatively quiet because they lack the clatter of reciprocating motion, air-cooled engines generally use individual cases for the cylinders to facilitate cooling. Inline motorcycle engines are an exception, having two-, three-, four-, water-cooled engines with only a few cylinders may also use individual cylinder cases, though this makes the cooling system more complex. The Ducati motorcycle company, which for years used air-cooled motors with individual cylinder cases, in some engines, especially French designs, the cylinders have wet liners. They are formed separately from the casting so that liquid coolant is free to flow around their outsides. Wet-lined cylinders have cooling and a more even temperature distribution. During use, the cylinder is subject to wear from the action of the piston rings
20.
Horsepower
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Horsepower is a unit of measurement of power. There are many different standards and types of horsepower, two common definitions being used today are the mechanical horsepower, which is approximately 746 watts, and the metric horsepower, which is approximately 735.5 watts. The term was adopted in the late 18th century by Scottish engineer James Watt to compare the output of engines with the power of draft horses. It was later expanded to include the power of other types of piston engines, as well as turbines, electric motors. The definition of the unit varied among geographical regions, most countries now use the SI unit watt for measurement of power. With the implementation of the EU Directive 80/181/EEC on January 1,2010, units called horsepower have differing definitions, The mechanical horsepower, also known as imperial horsepower equals approximately 745.7 watts. It was defined originally as exactly 550 foot-pounds per second [745.7 N. m/s), the metric horsepower equals approximately 735.5 watts. It was defined originally as 75 kgf-m per second is approximately equivalent to 735.5 watts, the Pferdestärke PS is a name for a group of similar power measurements used in Germany around the end of the 19th century, all of about one metric horsepower in size. The boiler horsepower equals 9809.5 watts and it was used for rating steam boilers and is equivalent to 34.5 pounds of water evaporated per hour at 212 degrees Fahrenheit. One horsepower for rating electric motors is equal to 746 watts, one horsepower for rating Continental European electric motors is equal to 735 watts. Continental European electric motors used to have dual ratings, one British Royal Automobile Club horsepower can equal a range of values based on estimates of several engine dimensions. It is one of the tax horsepower systems adopted around Europe, the development of the steam engine provided a reason to compare the output of horses with that of the engines that could replace them. He had previously agreed to take royalties of one third of the savings in coal from the older Newcomen steam engines and this royalty scheme did not work with customers who did not have existing steam engines but used horses instead. Watt determined that a horse could turn a mill wheel 144 times in an hour, the wheel was 12 feet in radius, therefore, the horse travelled 2.4 × 2π ×12 feet in one minute. Watt judged that the horse could pull with a force of 180 pounds-force. So, P = W t = F d t =180 l b f ×2.4 ×2 π ×12 f t 1 m i n =32,572 f t ⋅ l b f m i n. Watt defined and calculated the horsepower as 32,572 ft·lbf/min, Watt determined that a pony could lift an average 220 lbf 100 ft per minute over a four-hour working shift. Watt then judged a horse was 50% more powerful than a pony, engineering in History recounts that John Smeaton initially estimated that a horse could produce 22,916 foot-pounds per minute
21.
Kilowatt
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The watt is a derived unit of power in the International System of Units defined as 1 joule per second and can be used to quantify the rate of energy transfer. Power has dimensions of M L2 T −3, when an objects velocity is held constant at one meter per second against constant opposing force of one newton the rate at which work is done is 1 watt. 1 W =1 V ⋅ A Two additional unit conversions for watt can be using the above equation. 1 W =1 V2 Ω =1 A2 ⋅ Ω Where ohm is the SI derived unit of electrical resistance, a person having a mass of 100 kilograms who climbs a 3-meter-high ladder in 5 seconds is doing work at a rate of about 600 watts. Mass times acceleration due to gravity times height divided by the time it takes to lift the object to the given height gives the rate of doing work or power. A laborer over the course of an 8-hour day can sustain an output of about 75 watts, higher power levels can be achieved for short intervals. The watt is named after the Scottish scientist James Watt for his contributions to the development of the steam engine, in 1960 the 11th General Conference on Weights and Measures adopted it for the measurement of power into the International System of Units. For additional examples of magnitude for multiples and submultiples of the watt, technologically important powers that are measured in femtowatts are typically found in reference to radio and radar receivers. For example, meaningful FM tuner performance figures for sensitivity, quieting and these input levels are often stated in dBf. This is 0.2739 microvolt across a 75-ohm load or 0.5477 microvolt across a 300-ohm load, the picowatt is equal to one trillionth of a watt. Technologically important powers that are measured in picowatts are typically used in reference to radio and radar receivers, acoustics, the nanowatt is equal to one billionth of a watt. Important powers that are measured in nanowatts are also used in reference to radio. The microwatt is equal to one millionth of a watt, compact solar cells for devices such as calculators and watches are typically measured in microwatts. The milliwatt is equal to one thousandth of a watt, a typical laser pointer outputs about five milliwatts of light power, whereas a typical hearing aid for people uses less than one milliwatt. Audio signals and other electronic signal levels are measured in dBm. The kilowatt is equal to one thousand watts and this unit is typically used to express the output power of engines and the power of electric motors, tools, machines, and heaters. It is also a unit used to express the electromagnetic power output of broadcast radio. One kilowatt is equal to 1.34 horsepower
22.
Tractive force
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In railway engineering, the term tractive effort is often used synonymously with tractive force to describe the pulling or pushing capability of a locomotive. The published tractive force value for any vehicle may be theoretical—that is, the term tractive effort is often qualified as starting tractive effort, continuous tractive effort and maximum tractive effort. The product of μ and m is the factor of adhesion, Starting tractive effort, Starting tractive effort is the tractive force that can be generated at a standstill. This figure is important on railways because it determines the maximum weight that a locomotive can set into motion. Maximum tractive effort, Maximum tractive effort is defined as the highest tractive force that can be generated under any condition that is not injurious to the vehicle or machine. In most cases, maximum tractive effort is developed at low speed, due to the relationship between power, velocity and force, described as, P = vF or P/v = F tractive effort inversely varies with speed at any given level of available power. Continuous tractive effort is often shown in graph form at a range of speeds as part of a tractive effort curve, the period of time for which the maximum continuous tractive effort may be safely generated is usually limited by thermal considerations. Such as temperature rise in a traction motor, specifications of locomotives often include tractive effort curves, showing the relationship between tractive effort and velocity. The shape of the graph is shown at right, the line AB shows operation at the maximum tractive effort, the line BC shows continuous tractive effort that is inversely proportional to speed. Tractive effort curves often have graphs of rolling resistance superimposed on them—the intersection of the rolling resistance graph, once in motion, the train will develop additional drag as it accelerates due to aerodynamic forces, which increase with the square of the speed. Drag may also be produced at speed due to truck hunting, if acceleration continues, the train will eventually attain a speed at which the available tractive force of the locomotive will exactly offset the total drag, causing acceleration to cease. This top speed will be increased on a due to gravity assisting the motive power. Tractive effort can be calculated from a locomotives mechanical characteristics, or by actual testing with drawbar strain sensors. Power at rail is a term for the available power for traction, that is. An estimate for the effort of a single cylinder steam locomotive can be obtained from the cylinder pressure, cylinder area, stroke of the piston. The torque developed by the motion of the piston depends on the angle that the driving rod makes with the tangent of the radius on the driving wheel. For a more useful value an average value over the rotation of the wheel is used, the driving force is the torque divided by the wheel radius. Modern locomotives with roller bearings were probably underestimated, european designers used a constant of 0.6 instead of 0.85, so the two cannot be compared without a conversion factor
23.
United States
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Forty-eight of the fifty states and the federal district are contiguous and located in North America between Canada and Mexico. The state of Alaska is in the northwest corner of North America, bordered by Canada to the east, the state of Hawaii is an archipelago in the mid-Pacific Ocean. The U. S. territories are scattered about the Pacific Ocean, the geography, climate and wildlife of the country are extremely diverse. At 3.8 million square miles and with over 324 million people, the United States is the worlds third- or fourth-largest country by area, third-largest by land area. It is one of the worlds most ethnically diverse and multicultural nations, paleo-Indians migrated from Asia to the North American mainland at least 15,000 years ago. European colonization began in the 16th century, the United States emerged from 13 British colonies along the East Coast. Numerous disputes between Great Britain and the following the Seven Years War led to the American Revolution. On July 4,1776, during the course of the American Revolutionary War, the war ended in 1783 with recognition of the independence of the United States by Great Britain, representing the first successful war of independence against a European power. The current constitution was adopted in 1788, after the Articles of Confederation, the first ten amendments, collectively named the Bill of Rights, were ratified in 1791 and designed to guarantee many fundamental civil liberties. During the second half of the 19th century, the American Civil War led to the end of slavery in the country. By the end of century, the United States extended into the Pacific Ocean. The Spanish–American War and World War I confirmed the status as a global military power. The end of the Cold War and the dissolution of the Soviet Union in 1991 left the United States as the sole superpower. The U. S. is a member of the United Nations, World Bank, International Monetary Fund, Organization of American States. The United States is a developed country, with the worlds largest economy by nominal GDP. It ranks highly in several measures of performance, including average wage, human development, per capita GDP. While the U. S. economy is considered post-industrial, characterized by the dominance of services and knowledge economy, the United States is a prominent political and cultural force internationally, and a leader in scientific research and technological innovations. In 1507, the German cartographer Martin Waldseemüller produced a map on which he named the lands of the Western Hemisphere America after the Italian explorer and cartographer Amerigo Vespucci
24.
Scrap
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Ferrous metals are able to be recycled, with steel being one of the most recycled materials in the world. Ferrous metals contain a percentage of iron and the addition of carbon. In the United States, steel containers, cans, automobiles, appliances, a typical appliance is about 75% steel by weight and automobiles are about 65% steel and iron. The steel industry has been actively recycling for more than 150 years and it is cheaper to recycle steel than to mine iron ore and manipulate it through the production process to form new steel. Steel does not lose any of its inherent physical properties during the recycling process, the energy saved by recycling reduces the annual energy consumption of the industry by about 75%, which is enough to power eighteen million homes for one year. Basic oxygen steelmaking uses 25–35% recycled steel to make new steel, EAF steelmaking uses almost 100% recycled steel. This steel contains greater concentrations of elements that cannot be removed through the application of oxygen. It is used to make structural beams, plates, reinforcing bar, downcycling of steel by hard-to-separate impurities such as copper or tin can only be prevented by well-aimed scrap selection or dilution by pure steel. Recycling one metric ton of steel saves 1.1 metric tons of ore,630 kilograms of coal. Also known as borings or swarf Manganese steel – Non magnetic, hardened steel used in the industry, cement mixers, rock crushers. Rails – Rail or tram tracks As of 2008, more than 83% of steel was recycled in the United States and it is the most widely recycled material, in 2000, more than 60 million metric tons were recycled. Scrap metal British Metals Recycling Association Aluminium recycling Steel Recycling Institute
25.
General Motors
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With global headquarters at the Renaissance Center in Detroit, Michigan, United States, GM manufactures cars and trucks in 35 countries. In 2008,8.35 million GM cars and trucks were sold globally under various brands, current auto brands are Buick, Cadillac, Chevrolet, GMC, Holden, and Wuling. Former GM automotive brands include McLaughlin, Oakland, Oldsmobile, Pontiac, Hummer, Saab, Saturn, Vauxhall, the company was founded by William C. Durant on September 16,1908 as a holding company. The company was the largest automobile manufacturer from 1931 through 2007, in addition to brands selling assembled vehicles, GM also has had various automotive-component and non-automotive brands, many of which it divested in the 1980s through 2000s. General Motors produces vehicles in 37 countries under twelve brands, Chevrolet, Buick, GMC, Cadillac, Holden, HSV, Opel, Vauxhall, Wuling, Baojun, Jie Fang, and Ravon. The current company, General Motors Company LLC, was formed in 2009 following the bankruptcy of General Motors Corporation, the new company purchased the majority of the assets of the old GM, including the brand General Motors. In addition to its twelve brands, General Motors also holds a 20% stake in IMM, General Motors employs 212,000 people and does business in more than 140 countries. General Motors is divided into five segments, GM North America, Opel Group, GM International Operations, GM South America. General Motors led global vehicle sales for 77 consecutive years from 1931 through 2007, longer any other automaker. General Motors acts in most countries outside the U. S. via wholly owned subsidiaries, GMs OnStar subsidiary provides vehicle safety, security and information services. In 2009, General Motors shed several brands, closing Saturn, Pontiac, and Hummer, in 2010, the reorganized GM made an initial public offering that was one of the worlds top five largest IPOs to date, and returned to profitability later that year. General Motors Corporation was formed on September 16,1908, in Flint, Michigan, GMs co-founder was Charles Stewart Mott, whose carriage company was merged into Buick prior to GMs creation. Over the years, Mott became the largest single stockholder in GM, and spent his life with his Mott Foundation, GM acquired Oldsmobile later that year. In 1909, Durant brought in Cadillac, Elmore, Oakland, also in 1909, GM acquired the Reliance Motor Truck Company of Owosso, Michigan, and the Rapid Motor Vehicle Company of Pontiac, Michigan, the predecessors of GMC Truck. Durant, along with R. S. McLaughlin, lost control of GM in 1910 to a bankers trust, because of the amount of debt taken on in its acquisitions. The next year, Durant started the Chevrolet Motor Car Company in the U. S. and in Canada in 1915, Durant took back control of the company after one of the most dramatic proxy wars in American business history. Durant then reorganized General Motors Company into General Motors Corporation in 1916, merging Chevrolet with GM, shortly thereafter, he again lost control, this time for good, after the new vehicle market collapsed. These facilities were added to the factories that were exclusive to Cadillac, Buick, Oldsmobile, Oakland
26.
La Grange, Illinois
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La Grange, a suburb of Chicago, is a village in Cook County, in the U. S. state of Illinois. The population was 15,550 at the 2010 census, the area around La Grange was first settled in the 1830s, when Chicago residents moved out to the west due to the rapid population increase in the city in the decade since its incorporation. The first settler, Robert Leitch, came to the area in 1830, the village was officially incorporated on June 11,1879. It was founded by Franklin Dwight Cossitt, who was born in Granby, Connecticut, and raised in Tennessee, in 1870, Cossitt purchased several hundred acres of farmland in Lyons Township, along the Chicago-Dixon Road, known today as Ogden Avenue. Ogden Avenue, on the site of a defunct Native American trail, was referred to as the Old Plank Road. Planks were often stolen by settlers to be used as building material, when the Chicago, Burlington & Quincy Railroad came to town, La Grange was a milk stop called Hazel Glen. Cossitt set out to build the ideal suburban village - laying out streets, planting trees, donating property for churches and schools and he also placed liquor restrictions in the land deeds he sold to prevent the village from becoming a saloon town. When Cossitt began his development, the area was served by a post office known as Kensington, however, today Kensington remains the name of one of the villages major avenues. After the Great Chicago Fire of 1871 destroyed much of city, thousands of its citizens sought new homes and opportunities far from the citys ills. La Grange was ideally situated to accommodate them, La Grange is located at 41°48′29″N 87°52′24″W, about 13 miles west of Chicago. According to the 2010 census, La Grange has an area of 2.52 square miles. Two major railroad tracks run through the village, including the Burlington Northern Santa Fe, some 14,000 years ago, the land under La Grange sat on the western shore of Lake Chicago, predecessor to Lake Michigan. The prehistoric shoreline today is delineated by Bluff Avenue, a street on the villages east side. As of the census of 2000, there were 15,608 people,5,624 households, the population density was 6,220.7 people per square mile. There were 5,781 housing units at a density of 2,304.1 per square mile. The racial makeup of the village was 91. 02% White,6. 02% African American,1. 00% Asian,0. 09% Native American,0. 02% Pacific Islander,0. 99% from other races, and 0. 86% from two or more races. Hispanic or Latino of any race comprised 3. 66% of the population, the top five ancestries reported in La Grange as of the 2000 census were Irish, German, Polish, Italian and English. 24. 5% of all households were made up of individuals and 9. 7% had someone living alone who was 65 years of age or older, the average household size was 2.67 and the average family size was 3.23
27.
Electric generator
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In electricity generation, a generator is a device that converts mechanical energy to electrical energy for use in an external circuit. Sources of mechanical energy include steam turbines, gas turbines, water turbines, internal combustion engines, the first electromagnetic generator, the Faraday disk, was built in 1831 by British scientist Michael Faraday. Generators provide nearly all of the power for electric power grids, the reverse conversion of electrical energy into mechanical energy is done by an electric motor, and motors and generators have many similarities. Many motors can be driven to generate electricity and frequently make acceptable manual generators. Electromagnetic generators fall into one of two categories, dynamos and alternators. The magnetic field of the dynamo or alternator can be provided by either wire windings called field coils or permanent magnets, a generator using permanent magnets is sometimes called a magneto. Armature, The power-producing component of an electrical machine, in a generator, alternator, or dynamo the armature windings generate the electric current, which provides power to an external circuit. The armature can be on either the rotor or the stator, depending on the design, before the connection between magnetism and electricity was discovered, electrostatic generators were invented. They operated on electrostatic principles, by using moving electrically charged belts, plates, the charge was generated using either of two mechanisms, electrostatic induction or the triboelectric effect. Such generators generated very high voltage and low current and their only practical applications were to power early X-ray tubes, and later in some atomic particle accelerators. The operating principle of electromagnetic generators was discovered in the years of 1831–1832 by Michael Faraday, the principle later called Faradays law, is that an electromotive force is generated in an electrical conductor which encircles a varying magnetic flux. He also built the first electromagnetic generator, called the Faraday disk and it produced a small DC voltage. This design was inefficient, due to self-cancelling counterflows of current in regions of the disk that were not under the influence of the magnetic field. While current was induced directly underneath the magnet, the current would circulate backwards in regions that were outside the influence of the magnetic field and this counterflow limited the power output to the pickup wires, and induced waste heating of the copper disc. Later homopolar generators would solve this problem by using an array of magnets arranged around the perimeter to maintain a steady field effect in one current-flow direction. Another disadvantage was that the voltage was very low, due to the single current path through the magnetic flux. Experimenters found that using multiple turns of wire in a coil could produce higher, since the output voltage is proportional to the number of turns, generators could be easily designed to produce any desired voltage by varying the number of turns. Wire windings became a feature of all subsequent generator designs
28.
EMD E-units
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EMD E-units were a line of passenger train diesel locomotives built by the General Motors Electro-Motive Division and its predecessor the Electro-Motive Corporation. Final assembly for all E-units was in La Grange, Illinois, production ran from May 1937, to December,1963. The name E-units refers to the numbers given to each successive type. The E originally stood for eighteen hundred horsepower, the power of the earliest model, the predecessors of the E-units were the EMC1800 hp B-B locomotives built in 1935. These had similar power and mechanical layouts to the E-units, EMC also introduced the TA model in 1937, selling six to the Rock Island. It is not part of the E-unit series, the EMD F-units followed the basic single motor, B-B truck design of the TA model, but with a V-16 EMD567 motor generating 1350 hp as introduced in 1939. While E-units were used singly for shorter trains, longer trains needed multiple locomotive units, E-units could be purchased with or without driving cabs, units with a cab are called A units or lead units, while cabless units are called B units or booster units. B units did contain simple controls for hostling, but they could not be so controlled on the main line, the locomotive units were linked together with cables which enabled the crew in the lead unit at the front to control the trailing units. Railroads tended to buy either ABA sets or ABB sets, the former did not need to be turned to pull in either direction, but B units were cheaper than A units and gave a smoother line to the train. The EA/EB, E1, and E2 models were powered by twin 900 hp Winton 201A V-12 engines in each power unit and they were standardized mechanically and in overall design. Union Pacifics E2 cab unit was distinguished from the slant-nosed EA and E1 units by its bulbous nose, round porthole style windows and their twin V-12 diesel engine layout, Blomberg A-1-A trucks, and 57 ft 1 in wheelbase would become the standard for all future E models. EMC/EMD has built all of its major components since 1939, the E3, E4, E5, and E6 had the new GM-EMC567 purpose-designed locomotive engines, for a total of 2,000 hp. They had the sharply raked “slant nose”, and square windows on the sides, the E5 designation was used for Chicago Burlington and Quincys stainless steel clad locomotives in keeping with their Zephyr theme. The EA/EB, E1, E2, E4, and E5 model names reflected EMCs early convention of assigning a name for each individual customer order. EMC started to change that convention with the multiple-customer E3 model, the E7 was introduced in 1945, and became the best selling E model. It had the improved 567 “A” engine, and the F style “bulldog nose”, the E8 and E9 were the final E models. The E8 had 12-V567B engines, while the E9 had uprated 12V-567C engines and they both used the same body style, with a grille along the top of the sides the length of the loco, and several “porthole” windows below it. Model descriptions are as built, EMC/EMD locomotives are rebuilt to newer standards
29.
EMD E7
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The E7 was a 2, 000-horsepower, A1A-A1A passenger train locomotive built by General Motors Electro-Motive Division of La Grange, Illinois. 428 cab versions, or E7As, were built from February 1945 to April 1949,82 booster E7Bs were built from March 1945 to July 1948, the 2,000 hp came from two 12 cylinder model 567A engines. Each engine drove its own generator to power the two traction motors on one truck. The E7 was the model in a line of passenger diesels of similar design known as EMD E-units. In profile the front of the nose of an E7A was less slanted than on earlier EMD passenger locomotives, and the E7, E8, some earlier units were called “shovel nose” units or “slant nose” units. A Gulf, Mobile and Ohio Railroad E7A, #103-A, appears at the start, the only E7 that survives today is owned by the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania and is ex-Pennsylvania Railroad E7A #5901. This locomotive has been restored, and is on indoor display. List of GM-EMD locomotives Kristopans, Andre J. EMD E unit Serial numbers, Railroad Museum of Pennsylvania – #5901 page
30.
EMD E9
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The E9 is a 2, 400-horsepower, A1A-A1A passenger train-hauling diesel locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between April 1954 and January 1964. 100 cab-equipped A units were produced and 44 cabless booster B units, since some E8s were fitted with this, it is not a reliable way to distinguish the two. The E9 has two 1,200 hp, V12 model 567C engines, each driving one generator to power two traction motors. The E9 uses twin 12 cylinder 567C engines developing a total of 2,400 hp at 800 rpm, two D. C. generators, one per engine, provide power to four motors, two on each truck, in an A1A-A1A arrangement. This truck design was used on all E units and on MP7100, EMD has built all of its major components since 1939. The E9 powered American passenger and mail trains from the 1950s into the late 1970s, many of Americas finest trains — such as Union Pacific Railroads City fleet, Burlingtons Zephyr fleet and Southern Pacific Railroads Coast Daylight and Sunset Limited — had E9s pulling them. E9s and their E7 and E8 kin ran throughout the country on lesser-known passenger trains, Chicagos network of trains and many mail. As Americas passenger train network shrank due to unprofitibility, Union Pacific, Rock Island, amtrak, founded in 1971, bought 36 E9As and 23 E9Bs from the Union Pacific, Milwaukee Road, B&O and SCL. Amtrak used the E9s until the late 1970s and converted some E9B units to steam generator, according to Andrew Toppans list of March 5,1997,42 survive. Four E9s are owned by the Illinois Railway Museum, in Union, a number of railroads keep a small number in service for hauling inspection specials, charter passenger trains, investor tours, and the like. The Union Pacific Railroad rosters three, which have been re-engined with single Roots-blown EMD 16-645E3 engines for commonality with other UP power, ex-CB&Q9995 sits in Alamosa, CO as SLRG9925. List of GM-EMD locomotives Bachand, Jean-Denis, Illinois Railway Museums Equipment roster Andrew Toppans list The Union Pacifics trio of re-engined E9s
31.
EMD F-unit
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EMD F-units were a line of diesel-electric locomotives produced between November 1939 and November 1960 by General Motors Electro-Motive Division and General Motors-Diesel Division. Final assembly for all F-units was at the GM-EMD plant at La Grange, Illinois and they were sold to railroads throughout the United States, Canada, Mexico and a few were exported to Saudi Arabia. The term F-unit refers to the numbers given to each successive type. The F originally meant Fourteen, as in 1,400 horsepower, longer E-units for passenger service had twin 900 horsepower diesel engines. The E meant Eighteen as in 1,800 horsepower, similarly, for early model EMD switchers S meant Six hundred and N meant Nine hundred horsepower. F-units were originally designed for freight service – although many without steam generators pulled short-distance, some carriers even equipped small numbers of their Fs with steam generators for long-haul passenger service. Almost all F-units were B-B locomotives, meaning that they ran on two Blomberg B two-axle trucks with all axles powered, the prime mover in F-units was a sixteen-cylinder EMD567 series mechanically aspirated two-stroke diesel engine, progressing from model 16-567 through 16-567D. Structurally, the locomotive was a unit, with the body as the main load-bearing structure, designed like a bridge truss. The so-called bulldog nose was a feature of the locomotives appearance. The F-units were the most successful first generation diesel locomotives in North America. Before this, diesel units were only built as switcher locomotives. When a trains locomotive consist included only F-units, the train would then be called a wagon train and these two usages are still popular with the railfan community. The FT, introduced in 1939 with the new 1,350 hp 567 engine and Blomberg B trucks, was a successful design, the F3 was also two feet longer than the FT to allow a standard draft gear to be installed at the rear of the unit. The 567B engine was uprated to 1,500 hp, some F3s were nicknamed “chickenwire” for the type of engine room air-intake structure along the sides. The F7 and F9 were evolutionary, the F7 had improved traction motors, a louver arrangement over the vents changed their appearance from the F3. There were also 4 foot longer versions, the FP7 and FP9, only one F model did not have Blomberg B trucks, the FL9 had a lightweight Flexicoil B in front and a standard passenger A-1-A at the rear. It should be noted that descriptions are as built, EMC/EMD locomotives are often rebuilt to newer standards. In the May 2014 issue of Trains Magazine at page 10 is an article by Chris Guss concerning freight, the F series used a 16-cylinder version of the 567 series diesel engine, introduced in 1939
32.
Bulldog nose
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Bulldog nose is the nickname given, due to their appearance, to several diesel locomotives manufactured by GM-EMD and its licencees from 1939 to 1970. The term originated with EMD F-units, as well as later E-unit models such as the E7, E8, in 1951 the EMD F7 series was modified by General Motors Australian licence holder Clyde Engineering to fit Australian loading gauge and axle load constraints. The 1,500 hp A1A-A1A Clyde/EMD ML1 locomotive was introduced on the Commonwealth Railways as the GM class and it was further developed into the ML2 as a dual cab Co-Co locomotive, with a bulldog nose at each end, for Victorian Railways becoming that systems B class. A single-nose variant of the design, the EMD A7, with the revised 1,800 hp EMD 567C series engine was introduced as the NSWGR42 class, VR S class, and an upgraded CR GM class. The design continued to be developed with the dual-cab EMD AJ16C, introduced on NSWGR as the 421 class, although unlike the earlier ML2 the bulldog nose was only used on one end of these locomotives. 1970 saw the introduction of the last new design in the world to utilise the F-series bulldog nose. A final Australian iteration of the nose in Australian locomotive practice was the rebuild of the 30-year-old Victorian ML2 units into the EMD AAT22C-2R. There were also a number of European bulldog nose locomotive classes, all of which were built by NOHAB or AFB and these were effectively Clydes ML2 design modified to meet European clearance standards, and had a lower nose and deeper cab windows. The SJ Class Ra is a locomotive operated until 1996 by Statens Järnvägar of Sweden. Ten units were built by ASEA, two in 1955 and eight in 1961, Ra was used on express trains until the 1990s. In India, the railways used electric locos in the WCM series on its DC electricity lines in Maharashtra, WCM locos type 1 to 5 had bulldog noses. Type 6 hade a different style
33.
Conrail
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Conrail, formally the Consolidated Rail Corporation, was the primary Class I railroad in the Northeastern United States between 1976 and 1999. Conrail is a portmanteau of consolidated and rail from the name of the company, the Federal Government created Conrail to take over the potentially profitable lines of multiple bankrupt carriers, including the Penn Central Transportation Company and Erie Lackawanna Railway. With the benefit of regulatory requirements being reduced, Conrail began to turn a profit in the 1980s and was turned over to private investors in 1987. Following Surface Transportation Board approval, CSX and NS took control in August 1998, the old company remains a jointly-owned subsidiary, with CSX and NS owning respectively 42 percent and 58 percent of its stock, corresponding to how much of Conrails assets they acquired. Each parent, however, has a voting interest. The primary asset retained by Conrail is ownership of the three Shared Assets Areas in New Jersey, Philadelphia, and Detroit, both CSX and NS have the right to serve all shippers in these areas, paying Conrail for the cost of maintaining and improving trackage. They also make use of Conrail to perform switching and terminal services within the areas, Conrail also retains various support facilities including maintenance-of-way and training, as well as a 51 percent share in the Indiana Harbor Belt Railroad. In the years leading to 1973, the railroad system of the United States was collapsing. Its largest Eastern railroad, the Penn Central Railroad, had declared bankruptcy in 1970, at its lowest point, PC was losing over $1 million a day and trains were becoming lost all over the railroad. In 1972, Hurricane Agnes damaged the rundown Northeast railway network and threatened the solvency of other railroads, in mid-1973, officials with the bankrupt Penn Central threatened to liquidate and cease operations by years end if they did not receive government aid by October 1. This threat to U. S. freight and passenger traffic galvanized the Congress to quickly create a bill to nationalize the bankrupt railroads, the Association of American Railroads, which opposed nationalization, submitted an alternate proposal for a government-funded private company. Judge Fullam forced the Penn Central to operate into 1974, when, on January 2, after threatening a veto, President Richard Nixon signed the Regional Rail Reorganization Act of 1973 into law. The 3R Act, as it was called, provided funding to the bankrupt railroads. The USRA was incorporated February 1,1974, and Edward G. Jordan, arthur D. Lewis of Eastern Air Lines was appointed chairman April 30, and the remainder of the board was named May 30 and sworn in July 11. Under the 3R Act, the USRA was to create a Final System Plan to decide which lines should be included in the new Consolidated Rail Corporation, unlike most railroad consolidations, only the designated lines were to be taken over. Other lines would be sold to Amtrak, various governments, transportation agencies. Controlled railroads and jointly owned railroads such as Pennsylvania-Reading Seashore Lines, the EL had been formed in 1960 as a merger of the Erie Railroad and Delaware, Lackawanna and Western Railroad. It too was bankrupt, but was somewhat stronger financially than the others and it was ruled reorganizable under Chapter 77 on April 30,1974, but on January 9,1975, with no end to its losses in sight, its trustees reconsidered and asked for inclusion
34.
Atchison, Topeka and Santa Fe Railway
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The Atchison, Topeka and Santa Fe Railway, often abbreviated as Santa Fe or AT&SF, was one of the larger railroads in the United States. Chartered in February 1859, the reached the Kansas-Colorado border in 1873 and Pueblo, Colorado. To create a demand for its services, the set up real estate offices. Despite the name, its main line never served Santa Fe, New Mexico, as the terrain was too difficult, the Santa Fe was a pioneer in intermodal freight transport, an enterprise that included a tugboat fleet and an airline. Its bus line extended passenger transportation to areas not accessible by rail, the AT&SF was the subject of a popular song, Harry Warren & Johnny Mercers On the Atchison, Topeka and the Santa Fe, written for the film, The Harvey Girls. The railroad officially ceased operations on December 31,1996, when it merged with the Burlington Northern Railroad to form the Burlington Northern & Santa Fe Railway. The Atchison, Topeka & Santa Fe Railway was chartered on February 11,1859, to join Atchison and Topeka, Kansas, with Santa Fe, in its early years, the railroad opened Kansas to settlement. Much of its revenue came from wheat grown there and from cattle driven north from Texas to Wichita, rather than turn its survey southward at Dodge City, AT&SF headed southwest over Raton Pass because of coal deposits near Trinidad, Colorado and Raton, New Mexico. D&RG paid an estimated $1.4 million to Santa Fe for its work within the Gorge and agreed not to extend its line to Santa Fe, while Santa Fe agreed to forego its planned routes to Denver and Leadville. Building across Kansas and eastern Colorado was simple, with few natural obstacles and it set up real estate offices in the area and promoted settlement across Kansas on the land that was granted to it by Congress in 1863. It offered discounted fares to anyone who traveled west to land, if the land was purchased. AT&SF reached Albuquerque in 1880, Santa Fe, the destination of the railroad, found itself on a short branch from Lamy. In March 1881 AT&SF connected with the Southern Pacific at Deming, New Mexico, the railroad then built southwest from Benson, Arizona, to Nogales on the Mexican border where it connected with the Sonora Railway, which the AT&SF had built north from the Mexican port of Guaymas. The Atlantic & Pacific Railroad was chartered in 1866 to build west from Springfield, Missouri, the infant A&P had no rail connections. The line that was to become the St. Louis–San Francisco Railway would not reach Springfield for another four years, A&P started construction in 1868, built southwest into what would become Oklahoma, and promptly entered receivership. In 1879 A&P struck a deal with the Santa Fe and Frisco railroads to construct a line for each. The railroads would jointly build and own the A&P railroad west of Albuquerque, in 1883 A&P reached Needles, California, where it connected with an SP line. A&P also built a line between Tulsa, Oklahoma and St. Louis, Missouri for the Frisco, but the Tulsa-Albuquerque portion remained unbuilt, by January 1890, the entire system consisted of some 7,500 miles of track
35.
Atlantic Coast Line Railroad
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The Atlantic Coast Line Railroad is a former U. S. Class I railroad from 1900 until 1967, when it merged with long-time rival Seaboard Air Line Railroad to form the Seaboard Coast Line Railroad, much of the original ACL network has been part of CSX Transportation since 1986. The Atlantic Coast Line served the Southeast, with a concentration of lines in Florida, in 1960 ACL reported 10,623 million net ton-miles of revenue freight and 490 million passenger-miles. The earliest predecessor of the ACL was the Petersburg Railroad between Petersburg, Virginia and a point near Weldon, North Carolina, founded in 1830, a route between Richmond, Virginia and Petersburg was built by the Richmond & Petersburg Railroad, which was founded in 1836. In 1840 the Wilmington and Weldon Railroad, at the known as the Wilmington and Raleigh and renamed in 1855. From Wilmington, the Wilmington and Manchester Railroad began operations in 1853 to Florence, South Carolina, in 1871, the W&W and the W&M began using the Atlantic Coast Line name to advertise the two lines. An investor from Baltimore, William T. Walters, gained control of these separate railroads after the Civil War, in 1897–98, most of the South Carolina lines in Walters system were consolidated under the name of the Atlantic Coast Line Railroad Company of South Carolina. These mergers created an ACL system reaching from southern Virginia to South Carolina, other small acquisitions took place in 1901, and in 1902 the ACL took over the Plant System, which operated numerous lines within Florida and Georgia. The ACL acquired the East Carolina Railway in 1935, running south from Tarboro to Hookerton, the ACLs last major acquisition was the Atlanta, Birmingham and Coast Railroad, which it purchased in 1927, though the AB&C was not merged into the ACL until 1945. By the early 1900s the railroad had reached its final configuration. By the 1920s the railroads main line from Richmond, Virginia to Jacksonville, Florida had been double-tracked, in 1928 the ACL completed a line between Perry, Florida and Drifton, near Monticello, Florida, the last link of the new Perry Cut-off. During World War II ACLs passenger traffic increased 200% and freight traffic 150%, the railroad provided an alternative to coastal shipping, threatened by German submarines, and also served the fast-emerging military industry in the Southeast. The railroad spent at least $268 million in upgrading its physical plant during this period, in 1956 the railroad moved its headquarters from Wilmington, North Carolina to Jacksonville, Florida. Jacksonville was selected from three cities, the other two being Savannah, Georgia and Charleston, South Carolina. Construction of the new complex was finished in July 1960. As early as October 1958 the ACL and competitor Seaboard Air Line Railroad had discussed the possibility of a merger, the results showed that the merger could save considerable money through savings incurred and reduced expenditures to the amount of $38 million annually. On August 18,1960, the merger was approved by shareholders of both railroads, following another round of court decisions in 1966, the merger was allowed to be proceed, and did so on July 1,1967. The result was the creation of the Seaboard Coast Line, during its early years, the ACL handled mostly seasonal agricultural products, but by World War II its freight traffic had become more diverse
36.
Boston and Maine Corporation
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The Boston and Maine Corporation, known as the Boston and Maine Railroad, was a U. S. Class I railroad in northern New England and it became part of what is now the Pan Am Railways network in 1983. At the end of 1970 B&M operated 1,515 route-miles on 2,481 miles of track and that year it reported 2744 million ton-miles of revenue freight and 92 million passenger-miles. The Andover and Wilmington Railroad was incorporated March 15,1833, to build a branch from the Boston and Lowell Railroad at Wilmington, Massachusetts, north to Andover, the line opened to Andover on August 8,1836. The railroad opened in 1840 to Exeter, New Hampshire, and on January 1,1842, on February 23,1843, the B&M opened to Agamenticus, on the line of the Portland, Saco and Portsmouth Railroad in South Berwick. On January 28 of that year the B&M and Eastern Railroad came to an agreement to lease the PS&P as a joint line to Portland. The Boston and Maine Railroad Extension was incorporated March 16,1844, due to a dispute with the Boston and that company was merged into the main B&M on March 19,1845, and opened July 1, leading to the abandonment of the old connection to the B&L. In 1848 another original section was abandoned, as a new alignment was built from Wilmington north to North Andover, Massachusetts, in order to better serve Lawrence, a new alignment to Portland opened in 1873, splitting from the old route at South Berwick, Maine. The old route was later abandoned and this completed the B&M main line which would become known as the Western Route to distinguish it from the Eastern Route which also connected Boston and Portland. As the B&M grew, it gained control of former rivals, including, The Eastern Railroad was leased by the B&M on December 23,1883, and on May 9,1890. This provided a route to Maine, ending competition along the immediate route between Boston and Portland. Along with the Eastern, the B&M also acquired many branch lines, including the Conway Branch, the Saugus Branch, the South Reading Branch, and branches to Marblehead and Rockport, Massachusetts. The Worcester and Nashua Railroad was organized in 1845 and the Nashua and Rochester Railroad in 1847, the W&N leased the N&R in 1874, and the two companies merged into the Worcester, Nashua and Rochester Railroad in 1883. The B&M leased the line on January 1,1886 and this acquisition also included the continuation from Rochester to Portland, Maine, incorporated in 1846 as the York and Cumberland Railroad. It opened partially in 1851 and 1853, was reorganized as the Portland and Rochester Railroad in 1867 and it was again reorganized in 1881 and then operated in conjunction with the line to Worcester. Johnsbury and Lake Champlain Railroad to northwestern Vermont, and the Connecticut, additionally, the St. Johnsbury and Lake Champlain Railroad, owned by the B&M through stock, was leased to the Maine Central Railroad by 1912. The Central Massachusetts Railroad stayed a part of the B&M, as did the Connecticut and Passumpsic Rivers Railroad. The Northern Railroad was leased to the Boston and Lowell in 1884, but that lease was cancelled and the Northern was on its own until 1890, the Northern owned a number of lines running west from Concord
37.
Baltimore and Ohio Railroad
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The Baltimore and Ohio Railroad is one of the oldest railroads in the United States and the first common carrier railroad. At first this railroad was located entirely in the state of Maryland with a line from the port of Baltimore west to Sandy Hook. At this point to continue westward, it had to cross into Virginia over the Potomac River, adjacent to the confluence of the Potomac, from there it was extended to the Ohio River at Wheeling and a few years later also to Parkersburg, West Virginia. It is now part of the CSX Transportation network, and includes the oldest operational railroad bridge in the USA, the B&O also included the Leiper Railroad, the first permanent horse-drawn railroad in the U. S. In later years, B&O advertising carried the motto, Linking 13 Great States with the Nation, the B&O Warehouse at the Camden Yards rail junction in Baltimore now dominates the view over the right-field wall at the Baltimore Orioles current home, Oriole Park at Camden Yards. At the end of 1970 B&O operated 5552 miles of road and 10449 miles of track, not including the Staten Island Rapid Transit or the Reading and its subsidiaries. The fast-growing port city of Baltimore, Maryland faced economic stagnation unless it opened routes to the western states, as New York had done with the Erie Canal in 1820. In 1827, twenty-five merchants and bankers studied the best means of restoring that portion of the Western trade which has recently been diverted from it by the introduction of steam navigation and their answer was to build a railroad—one of the first commercial lines in the world. Two men — Philip E. Thomas and George Brown — were the pioneers of the railroad and they spent the year 1826 investigating railway enterprises in England, which were at that time being tested in a comprehensive fashion as commercial ventures. Their investigation completed, they held a meeting on February 12,1827, including about twenty-five citizens. Thomas was elected as the first president and Brown the treasurer, the capital of the proposed company was fixed at five million dollars, but the B&O was initially capitalized in 1827 with a three million dollar issue of stock. Virtually every citizen of Baltimore owned a share, as the offering was oversubscribed, construction began on July 4,1828, when Charles Carroll of Carrollton did the groundbreaking. The initial tracks were built with granite stringers topped by iron rails. The first section, from Baltimore west to Ellicotts Mills, opened on May 24,1830. Developers decided to follow the Patapsco River to a point near Parrs Ridge, a later compromise allowed the two companies to share the right of way. The State of Maryland granted the B&O a charter to build a line from Baltimore to Washington, D. C. in 1831, and the Washington Branch was opened in 1835. This line joined to the mainline at Relay, Maryland, crossing the Patapsco on the Thomas Viaduct. This line was funded by the state, and was operated separately until the 1870s
38.
Chicago, Burlington and Quincy Railroad
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The Chicago, Burlington and Quincy Railroad was a railroad that operated in the Midwestern United States. Its primary connections included Chicago, Minneapolis-St. Paul, St. Louis, Kansas City, because of this extensive trackage in the midwest and mountain states, the railroad used the advertising slogans Everywhere West, Way of the Zephyrs, and The Way West. It merged into Burlington Northern in 1970, in 1967, it reported 19,565 million net ton-miles of revenue freight and 723 million passenger miles, corresponding totals for C&S were 1,100 and 10 and for FW&D were 1,466 and 13. At the end of the year CB&Q operated 8,538 route-miles, C&S operated 708, the earliest predecessor of the Chicago, Burlington and Quincy, the Aurora Branch Railroad, was chartered by act of the Illinois General Assembly on October 2,1848. The Aurora Branch was built from Aurora, through Batavia, to Turner Junction in what is now West Chicago, the line was built with old strap rail and minimal, if any, grading. The line from Aurora to Chicago was built through the towns of Naperville, Lisle, Downers Grove, Hinsdale, Berwyn. It was opened in 1864, and passenger and freight service began, regular commuter train service started in 1864 and remains operational to this day, making it the oldest surviving regular passenger service in Chicago. Both the original Chicago line, and to a lesser extent. With a steady acquisition of locomotives, cars, equipment, and trackage, the Burlington Route was able to enter the trade markets in 1862. From that year to date, the railroad and its successors have paid dividends continuously, the B&MR continued building west into Nebraska as a separate company, the Burlington & Missouri River Rail Road, founded in 1869. During the summer of 1870 it reached Lincoln, the designated capital of Nebraska and by 1872 it reached Kearney. That same year the B&MR across Iowa was absorbed by the CB&Q, by the time the Missouri River bridge at Plattsmouth, Nebraska was completed the B&MR in Nebraska was well on its way to the Mile High city of Denver, Colorado. That same year, the Nebraska B&MR was purchased by the CB&Q, Burlingtons rapid expansion after the American Civil War was based upon sound financial management, dominated by John Murray Forbes of Boston and assisted by Charles Elliott Perkins. Perkins was an administrator who eventually forged a system out of previously loosely held affiliates. Ultimately, Perkins believed the Burlington Railroad must be included into a powerful transcontinental system, though the railroad as far west as Denver and Billings, Montana, it had failed to reach the Pacific Coast during the 1880s and 1890s, when construction was less expensive. Though approached by E. H. Harriman of the Union Pacific Railroad, with its river line to the Twin Cities, the Burlington Route formed a natural connection between Hills home town of St. Paul, Minnesota, and the railroad hub of Chicago. Moreover, Hill was willing to meet Perkins $200-a-share asking price for the Burlingtons stock, by 1900, Hills Great Northern, in conjunction with the Northern Pacific Railway, held nearly 100 percent of Burlingtons stock. In 1901 a rebuffed Harriman tried to gain an indirect influence over the Burlington by launching a raid on the Northern Pacific
39.
Central of Georgia Railway
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The Central of Georgia Railway started as the Central Rail Road and Canal Company in 1833. As a way to attract investment capital, the railroad changed its name to Central Rail Road. This railroad was constructed to join the Macon and Western Railroad at Macon, Georgia and this created a rail link from Chattanooga, on the Tennessee River, to seaports on the Atlantic Ocean. It took from 1837 to 1843 to build the railroad from Savannah to the bank of the Ocmulgee River at Macon. During the Savannah Campaign of the American Civil War, conducted during November and December 1864, Federal troops tore up the rails, the famous passenger train the Nancy Hanks ran from Atlanta to Savannah, via Macon. Another notable train was the Man o War, a Columbus - Atlanta route, both of these trains were named after prize-winning racehorses. In 1907 railroad magnate and financier E. H. Harriman gained a controlling interest in the railway, and in 1909 sold his interest to the Illinois Central Railroad, which he also controlled. In 1932, during the Great Depression, the CofG went into receivership, at the end of 1956 the CofG operated 1,764 miles of road and 2,646 miles of track, that year it reported 3208 million net ton-miles of revenue freight and 73 million passenger-miles. Those totals do not include the 144-mile S&A, the 10-mile L&W, the Central became a Southern Railway subsidiary on June 17,1963. In 1971 the Southern formed the Central of Georgia Railroad to merge the Central of Georgia Railway, the Savannah and Atlanta Railway, today the Central of Georgia exists only as a paper railroad within the Norfolk Southern Railway group. 42 miles of the CofGs former mainline are currently leased by the Chattooga and Chickamauga Railway from the State of Georgia, a number of former properties of Central of Georgia are preserved as historic sites. It was the fourth of twenty units that NS painted in the colors of their predecessors, roundhouse Railroad Museum Leesburg Depot, in southwest Georgia Central of Georgia Historical Society Extensive history at RailGA
40.
Chicago and North Western Transportation Company
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The Chicago and North Western Transportation Company was a Class I railroad in the Midwestern United States. It was also known as the North Western, the railroad operated more than 5,000 miles of track as of the turn of the 20th century, and over 12,000 miles of track in seven states before retrenchment in the late 1970s. Until 1972, when the company was sold to its employees, it was named the Chicago and North Western Railway. The C&NW became one of the longest railroads in the United States as a result of mergers with other railroads, such as the Chicago Great Western Railway, Minneapolis and St. Louis Railway and others. By 1995, track sales and abandonment had reduced the total back to about 5,000. The majority of the abandoned and sold lines were lightly trafficked branches in Iowa, Illinois, Minnesota, South Dakota and Wisconsin. Large line sales, such as those that resulted in the Dakota, Minnesota and Eastern Railroad further helped reduce the railroad to a core with several regional feeders. The company was purchased by Union Pacific Railroad in April 1995, the Chicago and North Western Railway was chartered on June 7,1859. It had purchased the assets of the bankrupt Chicago, St. Paul, on February 15,1865, it officially merged with the Galena and Chicago Union Railroad, which had been chartered on January 16,1836. The Winona and St. Peter Railroad was added to the network in 1867, the North Western had owned a majority of the stock of the Chicago, St. Paul, Minneapolis and Omaha Railway since 1882. On January 1,1957 it leased the company, and merged it into the North Western in 1972. The Omaha Roads main line ran from an interchange with the North Western at Elroy, Wisconsin, to the Twin Cities, down to Sioux City, Iowa, the North Western picked up several important short railroads during its later years. It finalized acquisition of the Litchfield and Madison Railway on January 1,1958, the Litchfield and Madison railroad was a 44-mile bridge road from East St. Louis to Litchfield, Illinois. On July 30,1968, the North Western acquired two former interurbans — the 36-mile Des Moines and Central Iowa Railway, and the 110-mile Fort Dodge, Des Moines and Southern Railway. The DM&CI gave access to the Firestone plant in Des Moines, Iowa, on November 1,1960, the North Western acquired the rail properties of the 1, 500-mile Minneapolis and St. Louis Railway. In spite of its name, it ran only from Minneapolis, Minnesota, to Peoria and this acquisition provided traffic and modern rolling stock, and eliminated competition. On July 1,1968 the 1,500 mi Chicago Great Western Railway was merged into the North Western and this railroad went from Chicago to Oelwein, Iowa. From there lines went to the Twin Cities, Omaha, Nebraska, a connection from Hayfield, Minnesota, to Clarion, Iowa, provided a Twin Cities to Omaha main line
41.
Chesapeake and Ohio Railway
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The Chesapeake and Ohio Railway was a Class I railroad formed in 1869 in Virginia from several smaller Virginia railroads begun in the 19th century. Led by industrialist Collis P. Huntington, it reached from Virginias capital city of Richmond to the Ohio River by 1873, where the railroad town of Huntington, West Virginia was named for him. Tapping the coal reserves of West Virginia, the C&Os Peninsula Extension to new coal piers on the harbor of Hampton Roads resulted in the creation of the new City of Newport News. Coal revenues also led the forging of a link to the Midwest, eventually reaching Columbus, Cincinnati and Toledo in Ohio and Chicago. By the early 1960s the C&O was headquartered in Cleveland, Ohio, in 1972, under the leadership of Cyrus Eaton, it became part of the Chessie System, along with the Baltimore and Ohio and Western Maryland Railway. A substantial portion of Conrail was added in 1999, C&Os passenger services ended in 1971 with the formation of Amtrak. Today Amtraks tri-weekly Cardinal passenger train follows the historic and scenic route of the C&O through the New River Gorge in one of the more rugged sections of the Mountain State. At the end of 1970 C&O operated 5067 miles of road on 10219 miles of track, not including WM or B&O and its subsidiaries. The Chesapeake & Ohio Railway traced its origin to the Louisa Railroad of Louisa County, Virginia, begun in 1836, the first train ran on December 20,1837. It also expanded west, reaching Charlottesville, in keeping with its new and larger vision, it was renamed the Virginia Central Railroad. However, plans to cross the Blue Ridge Mountains, the first mountain barrier to the west and this company completed important grading work on the Alleghany grade and did considerable work on numerous tunnels over the mountains and in the west. It also did a deal of roadway work around Charleston on the Kanawha River. Then the American Civil War intervened, and work was stopped on the westward expansion and it had an important connection with the Orange and Alexandria Railroad at Gordonsville, Virginia. On more than one occasion, the Virginia Central was used in tactical operations. But, it was a target for Federal armies, and by the end of the war had only about five miles of track still in operation. Finally they succeeded in interesting Collis P. Huntington of New York, Huntington had been one of the Big Four involved in building the Central Pacific portion of the Transcontinental Railroad, which was just reaching completion. Huntington supplied the Virginians with the money needed to complete the line to the Ohio River, the old Covington & Ohios properties were conveyed to them in keeping with its new mission of linking the Tidewater coast of Virginia with the Western Waters. This was the old dream of the Great Connection which had been current in Virginia since Colonial times, on July 1,1867, the C&O was completed nine miles from Jacksons River Station to the town of Covington, county seat of Alleghany County
42.
Canadian Pacific Railway
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The Canadian Pacific Railway, also known formerly as CP Rail between 1968 and 1996, is a historic Canadian Class I railroad incorporated in 1881. The railroad is owned by Canadian Pacific Railway Limited, which began operations as legal owner in a restructuring in 2001. Headquartered in Calgary, Alberta, it owns approximately 20,000 kilometres of track all across Canada and into the United States, stretching from Montreal to Vancouver, and as far north as Edmonton. Its rail network also serves Minneapolis-St. Paul, Milwaukee, Detroit, Chicago, the railway was originally built between Eastern Canada and British Columbia between 1881 and 1885, fulfilling a promise extended to British Columbia when it entered Confederation in 1871. It was Canadas first transcontinental railway, but no longer reaches the Atlantic coast, the CPR became one of the largest and most powerful companies in Canada, a position it held as late as 1975. Its primary passenger services were eliminated in 1986, after being assumed by Via Rail Canada in 1978, a beaver was chosen as the railways logo because it is the national symbol of Canada and was seen as representing the hardworking character of the company. The company acquired two American lines in 2009, the Dakota, Minnesota and Eastern Railroad and the Iowa, Chicago, the trackage of the ICE was at one time part of CP subsidiary Soo Line and predecessor line The Milwaukee Road. It is publicly traded on both the Toronto Stock Exchange and the New York Stock Exchange under the ticker CP and its U. S. headquarters are in Minneapolis. The creation of the Canadian Pacific Railway was a task undertaken for a combination of reasons by the Conservative government of Prime Minister Sir John A. Macdonald. He was helped by Sir Alexander Tilloch Galt, who was the owner of the North Western Coal and his company went through several name changes during the process of the construction of the railway. British Columbia, a sea voyage away from the East Coast, had insisted upon a land transport link to the East as a condition for joining Confederation. The government however proposed to build a railway linking the Pacific province to the Eastern provinces within 10 years of 20 July 1871, Macdonald saw it as essential to the creation of a unified Canadian nation that would stretch across the continent. Moreover, manufacturing interests in Quebec and Ontario wanted access to raw materials, the first obstacle to its construction was political. The logical route went through the American Midwest and the city of Chicago, to ensure this routing, the government offered huge incentives including vast grants of land in the West. Because of this scandal, the Conservative Party was removed from office in 1873, surveying was carried out during the first years of a number of alternative routes in this virgin territory followed by construction of a telegraph along the lines that had been agreed upon. The Thunder Bay section linking Lake Superior to Winnipeg was commenced in 1875, by 1880, around 1,000 kilometres was nearly complete, mainly across the troublesome Canadian Shield terrain, with trains running on only 500 kilometres of track. With Macdonalds return to power on 16 October 1878, an aggressive construction policy was adopted. Macdonald confirmed that Port Moody would be the terminus of the transcontinental railway, in 1879, the federal government floated bonds in London and called for tenders to construct the 206 km section of the railway from Yale, British Columbia, to Savonas Ferry, on Kamloops Lake
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New England
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New England is a geographical region comprising six states of the northeast United States, Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, and Vermont. It is bordered by the state of New York to the west and south, the Atlantic Ocean is to the east and southeast, and Long Island Sound is to the south. Its largest metropolitan area is Greater Boston, which also includes Worcester, Manchester, ten years later, more Puritans settled north of Plymouth Colony in Boston, thus forming Massachusetts Bay Colony. Over the next 126 years, people in the region fought in four French and Indian Wars, until the British and their Iroquois allies defeated the French and their Algonquin allies in North America. In 1692, the town of Salem, Massachusetts and surrounding areas experienced one of the most infamous cases of hysteria in the history of the Western Hemisphere. The Boston Tea Party was a protest to which Britain responded with a series of punitive laws stripping Massachusetts of self-government, the confrontation led to the first battles of the American Revolutionary War in 1775, and the expulsion of the British authorities from the region in spring 1776. Each state is subdivided into small incorporated municipalities known as towns. The only unincorporated areas in the region exist in the populated northern regions of Vermont, New Hampshire. The region is one of the U. S. Census Bureaus nine regional divisions, the earliest known inhabitants of New England were American Indians who spoke a variety of the Eastern Algonquian languages. Prominent tribes included the Abenaki, Mikmaq, Penobscot, Pequot, Mohegans, Narragansett Indians, Pocumtuck, prior to the arrival of Europeans, the Western Abenakis inhabited New Hampshire, New York, and Vermont, as well as parts of Quebec and western Maine. Their principal town was Norridgewock in present-day Maine, the Penobscot lived along the Penobscot River in Maine. The Narragansett and smaller tribes under Narragansett sovereignty lived in most of modern-day Rhode Island, west of Narragansett Bay, the Wampanoag occupied southeastern Massachusetts, Rhode Island, and the islands of Marthas Vineyard and Nantucket. The Pocumtucks lived in Western Massachusetts, and the Mohegan and Pequot tribes in the Connecticut region, the Connecticut River Valley includes parts of Vermont, New Hampshire, Massachusetts, and Connecticut, and linked different indigenous communities culturally, linguistically, and politically. As early as 1600, French, Dutch, and English traders began exploring the New World, trading metal, glass, on April 10,1606, King James I of England issued a charter for each of the Virginia Companies, London and Plymouth. These were privately funded ventures, intended to land for England, conduct trade. In 1620, Plymouth in present-day Massachusetts was settled by Pilgrims from the Mayflower, in 1616, English explorer John Smith named the region New England. As the first colonists arrived in Plymouth, they wrote and signed the Mayflower Compact, the Massachusetts Bay Colony came to dominate the area and was established by royal charter in 1629 with its major town and port of Boston established in 1630. Massachusetts Puritans began to settle in Connecticut as early as 1633, roger Williams was banished from Massachusetts for heresy, led a group south, and founded Providence Plantation in the area that became the Colony of Rhode Island and Providence Plantations in 1636
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Delaware, Lackawanna and Western Railroad
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The Delaware, Lackawanna & Western Railroad Company was a U. S. Class 1 railroad that connected Buffalo, New York, and Hoboken, New Jersey, incorporated in 1853, the DL&W was profitable during the first two decades of the twentieth century, but its margins were gradually hurt by declining traffic in coal and competition from trucks. In 1960, the DL&W merged with rival Erie Railroad to form the Erie Lackawanna Railroad, the Liggetts Gap Railroad was incorporated on April 7,1832, but stayed dormant for many years. It was chartered on March 14,1849, and organized January 2,1850, on April 14,1851, its name was changed to the Lackawanna and Western Railroad. The line, running north from Scranton, Pennsylvania, to Great Bend, just south of the New York state line, opened on December 20,1851. From Great Bend the L&W obtained trackage rights north and west over the New York and Erie Rail Road to Owego, New York, where it leased the Cayuga and Susquehanna Railroad to Ithaca on Cayuga Lake. The C&S was a re-organized and partially re-built Ithaca and Owego Railroad, which had opened on April 1,1834, and was the oldest part of the DL&W system. The whole system was built to 6 ft broad gauge, the same as the New York and Erie, although the original I&O was built to standard gauge and converted to wide gauge when re-built as the C&S. The Delaware and Cobbs Gap Railroad was chartered December 4,1850 and that section got its name from Warren County, the county through which it would primarily run. The rest of the line, now known as the Southern Division, opened on May 27,1856, a third rail was added to the standard gauge Central Railroad of New Jersey east of Hampton to allow the DL&W to run east to Elizabeth via trackage rights. On December 10,1868, the DL&W bought the Morris and this line ran east-west across northern New Jersey, crossing the Warren Railroad at Washington and providing access to Jersey City without depending on the CNJ. The M&E tunnel under Bergen Hill opened in 1876, also relieving it of its use of the New York, Lake Erie, along with the M&E lease came several branch lines in New Jersey, including the Boonton Line, which bypassed Newark for through freight. The DL&W bought the Syracuse, Binghamton and New York Railroad in 1869 and leased the Oswego and this gave it a branch from Binghamton north and northwest via Syracuse to Oswego, a port on Lake Ontario. The Greene Railroad was organized in 1869, opened in 1870, also in 1870 the DL&W leased the Utica, Chenango and Susquehanna Valley Railway, continuing this branch north to Utica, with a branch from Richfield Junction to Richfield Springs. The Valley Railroad was organized March 3,1869, to connect the end of the line at Great Bend, Pennsylvania to Binghamton, New York. The new line opened October 1,1871, by 1873, the DL&W controlled the Lackawanna and Bloomsburg Railroad, a branch from Scranton southwest to Northumberland. On March 15,1876, the system was re-gauged to standard gauge in one day. The New York, Lackawanna and Western Railroad was chartered August 26,1880, the main line ran to the International Bridge to Ontario, and a branch served downtown Buffalo
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Erie Railroad
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It expanded west to Chicago with its 1941 merger with the former Atlantic and Great Western Railroad, also known as the New York, Pennsylvania and Ohio Railroad. Its mainline route proved influential in the development and economic growth of the Southern Tier, including such as Binghamton, Elmira. The Erie Railroad repair shops were located in Hornell, and were Hornells largest employer, Hornell was also where Eries main line split into two routes, one north to Buffalo and the other west to Cleveland. On October 17,1960, the Erie merged with the former rival Delaware, the Hornell repair shops were closed, and repair operations moved to the Lackawannas Scranton facility, this had a devastating effect on Hornell from which it has never recovered. Most of the former Erie line between Hornell and Binghamton was destroyed in 1972 by the floods of Hurricane Agnes, what was left of the Erie Lackawanna became part of Conrail in 1976. In 1983, Erie remnants became part of New Jersey Transit rail operations, today, most of the surviving Erie Railroad routes are operated by the Norfolk Southern Railway. The New York and Erie Rail Road was chartered April 24,1832 by Governor of New York, Enos T. Throop to connect the Hudson River at Piermont, north of New York City, west to Lake Erie at Dunkirk. On February 16,1841 the railroad was authorized to cross into the northeast corner of Pennsylvania on the west side of the Delaware River, construction began in 1836, and it opened from Piermont to Goshen on September 23,1841. After some financial problems, construction resumed in August 1846, further extensions opened to Binghamton December 27,1848, Owego January 1,1849, and the full length to Dunkirk May 19,1851. At Dunkirk steamboats continued across Lake Erie to Detroit, Michigan, the line was built as 6 ft wide gauge, this was believed to be a superior technology to standard gauge, providing more stability. In 1848 the railroad built the Starrucca Viaduct, a railroad bridge over Starrucca Creek in Lanesboro. The viaduct is 1,040 feet long,100 feet high and 25 feet wide at the top and it is the oldest stone rail bridge in Pennsylvania still in use. The Eries charter was amended April 8,1845 to allow the building of the Newburgh Branch, running from the line near Harriman north-northeast to Newburgh. The branch opened January 8,1850 and it was later used as a connection to the New York and New England Railroad via a car float operation across the river to Beacon, New York. Through ticketing began in 1851, with a change of cars at Ramapo due to the gauge break. In 1852 the Buffalo and Rochester Railroad, part of the New York Central Railroad system, the alignment from Buffalo to Attica was sold to the Eries Buffalo and New York City Railroad, a reorganization of the Attica and Hornellsville Railroad, and converted to the Eries wide gauge. The extension from Attica southeast to Hornellsville opened on November 17,1852, giving the Erie access to Buffalo, the Erie began operating the Chemung Railroad in 1850, this provided a branch from Horseheads north to Watkins. The Canandaigua and Elmira Railroad opened in 1851 as an extension from Watkins to Canandaigua and was operated by the Erie until 1853
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Fort Worth and Denver Railway
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The Fort Worth and Denver City Railway Company was chartered by the Texas legislature on May 26,1873. The company would change its name to the Fort Worth. At the end of 1970 FW&D operated 1201 miles of road on 1577 miles of track, in 1980 operated mileage had dropped to 1181 but ton-miles were 7732 million, the tide of coal had begun. The Panic of 1873 delayed the start of construction until 1881 when Grenville M. Dodge became interested in the project, as chief engineer for the Union Pacific Railroad Dodge had played a large part in the construction of the First Transcontinental Railroad. Dodge organized the Texas and Colorado Railway Improvement Company in 1881 to build and equip the FW&DC in return for $20,000 in stock and $20,000 in bonds for each mile of track laid. In the same year The FW&DC and the Denver and New Orleans Railroad Company, organized in Colorado, the FW&DC received no state subsidy other than the right-of-way easements to cross state-owned lands totaling 2,162 acres. Beginning construction at Hodge Junction, just north of Fort Worth, on November 27,1881, by September 1882 Dodge had completed 110 miles of track to Wichita Falls, Texas. By 1885 the line reached Harrold, by 1886, Chillicothe, by 1887 Clarendon and Amarillo, service between Fort Worth and Denver began on April 1,1888. In 1895 Dodge became president of the company, one of several railroads he held a financial interest in, in 1899 The FW&DC was acquired by the Colorado and Southern Railway, successor to the D&NO. The C&S itself was bought by the Chicago, Burlington and Quincy Railroad in 1908, in part this separation was due to Texas law, which required all railroads operating in the state to have their headquarters in Texas. This had the effect of requiring all operating railroads in Texas to be wholly owned, the FW&DC was the first rail line to penetrate the northwest part of Texas, which contributed greatly to the growth of Texas cities such as Wichita Falls, Childress, Amarillo and Dalhart. In reality all three lines were projects of the parent company from the outset, in 1952, the Wichita Valley and its subsidiaries were merged into the Fort Worth and Denver Railway. In 1925, the FW&DC had extended service from Fort Worth to Dallas by acquiring trackage rights over the Rock Island Railroad between those cities, at Dallas, FW&DC trains connected with the Burlington-Rock Island Railroad for through service to Houston. The premier passenger train of the FW&DC was the streamlined Texas Zephyr, the Fort Worth and Denver Railways corporate existence came to an end when it was formally merged into Burlington Northern Railroad on December 31,1982. Additionally, the Union Pacific Railroad has trackage rights on this line from Fort Worth to Dalhart, however, no passenger trains have operated in scheduled revenue service on this route since the FW&D ended all passenger service in 1967, before the creation of Amtrak in 1971. In 1989, BN abandoned the former Fort Worth and Denver South Plains trackage between Estelline and Lubbock, the Saints Roost Museum in Clarendon houses a restored Fort Worth and Denver Railway depot. URL accessed on April 3,2006, Fort Worth & Denver, Color Pictorial. Burlington Route, A History of the Burlington Lines, gulf to Rockies, The Heritage of the Fort Worth and Denver - Colorado and Southern Railways, 1861-1898
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Gulf, Mobile and Ohio Railroad
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From its two parallel lines through eastern Mississippi, the GM&O also served Montgomery and Birmingham, Alabama, as well as Memphis, Tennessee. The Gulf, Mobile and Northern Railroad was created as the reorganization of the New Orleans, Mobile, the GM&O was incorporated in 1938 to merge the Gulf, Mobile and Northern Railroad and the Mobile and Ohio Railroad, which was accomplished in 1940. The GM&O later bought and merged the Alton Railroad in 1947 and he was the great-uncle of Hard Rock Cafe founder Isaac Tigrett, also a native of Jackson. From 1952 to 1972 the headquarters of the GM&O were in Mobile, the President of the GM&O Railroad during this period was G. Paul Brock. The Railroad retained the passenger terminal at Beauregard Street for additional offices, at the end of 1944 GM&O operated 1950 miles of road, including NOGN, at the end of 1950 it operated 2898 route-miles. At the end of 1970 route mileage was 2734, GM&O reported 8285 million ton-miles of revenue freight and 44 million passenger-miles for that year, the GM&O Railroad was the first large railroad in the United States to replace all its steam locomotives with diesels. On August 10,1972 the Gulf, Mobile and Ohio Railroad merged into the Illinois Central Railroad, in 1996 Illinois Central spun off some of its redundant trackage, including most of the former Gulf, Mobile and Ohio. Most of this trackage was acquired by other railroads, on February 11,1998 the Illinois Central was purchased by the Canadian National Railway with the integration of operations beginning on July 1,1999. In addition to the GM&Os most popular train, the streamlined Rebel, Gulf, Mobile and Ohio caboose #2951 is on display in downtown Madison, MS. Gulf, Mobile and Ohio caboose #2954, re-numbered by ICG as #199044, Gulf, Mobile and Ohio caboose #2994 is on display at the depot in downtown Corinth, MS. Gulf, Mobile and Ohio caboose #2997 is on display at the depot in downtown Booneville, Gulf, Mobile and Ohio SD40 #950, the first SD40, currently in Illinois Central marking as #6071, donated to the Monticello Railway Museum in Monticello, Illinois. Gulf, Mobile and Ohio GP35 #631 currently owned by the SARM in Oak Ridge, the unit is non-operational and in much disrepair. Gulf, Mobile & Ohio parlor-observation #5998 from the 1935 Abraham Lincoln train is on display at the Museum of Transportation in St. Louis, sonny Boy Williamson recorded the song GM&O Blues in 1945. A GM&O EMD E7 and passenger cars were featured in the 1967 film In the Heat of the Night, the actual filming location was Sparta, Illinois. The location where the GM&O locomotives and cars were filmed was in Sparta Illinois also, the train was leased from GM&O with a train crew to comply with union and operating rules of the road. The train came from Metro St. Louis, Missouri and traveled south along a GM&O right of way towards Sparta Illinois, at the time of filming, GM&O had not merged yet with the Illinois Central Railroad. The opening scene of the shows the train crossing a main street in Sparta at night with the bright headlamp on the lead engine approaching town from an overhead shot. This was done using a scaffold across the tracks and this scene shows Virgil detraining and entering the depot station
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Illinois Central Railroad
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A line also connected Chicago with Sioux City, Iowa. There was a significant branch to Omaha, Nebraska, west of Fort Dodge, Iowa, the Sioux Falls branch has been abandoned in its entirety. The Canadian National Railway acquired control of the IC in 1998, riding on the City of New OrleansIllinois Central Monday morning rail Fifteen cars and fifteen restless riders Three conductors and 25 sacks of mail. Good morning America, how are you, – Steve Goodman, City of New Orleans,1970 The IC is one of the early Class I railroads in the US. Its roots go back to abortive attempts by the Illinois General Assembly to charter a railroad linking the northern and southern parts of the state of Illinois. In 1850 U. S. President Millard Fillmore signed a grant for the construction of the railroad. The Illinois Central was chartered by the Illinois General Assembly on February 10,1851, senator Stephen Douglas and later President Abraham Lincoln were both Illinois Central men who lobbied for it. Douglas owned land near the terminal in Chicago, Lincoln was a lawyer for the railroad. Upon its completion in 1856 the IC was the longest railroad in the world and its main line went from Cairo, Illinois, at the southern tip of the state, to Galena, in the northwest corner. A branch line went from Centralia, to the growing city of Chicago. In Chicago its tracks were laid along the shore of Lake Michigan and on an offshore causeway downtown, in 1867 the Illinois Central extended its track into Iowa, and during the 1870s and 1880s the IC acquired and expanded railroads in the southern United States. IC lines crisscrossed the state of Mississippi and went as far as New Orleans, Louisiana, to the south and Louisville, Kentucky, in the 1880s, northern lines were built to Dodgeville, Wisconsin, Sioux Falls, South Dakota, and Omaha, Nebraska. Further expansion continued into the twentieth century. The Illinois Central, and the other Harriman lines owned by E. H, Harriman, was the target of the Illinois Central shopmens strike of 1911. Although marked by violence and sabotage in the south, midwest, and western states, the railroads simply hired replacements and withstood diminishing union pressure. The strike was called off in 1915. The totals above do not include the Waterloo RR, Batesville Southwestern, Peabody Short Line or CofG, on December 31,1925 IC/Y&MV/G&SI operated 6,562 route-miles on 11,030 miles of track, A&V and VS&P added 330 route-miles and 491 track-miles. At the end of 1970 IC operated 6,761 miles of road and 11,159 of track, on August 10,1972, the Illinois Central Railroad merged with the Gulf, Mobile and Ohio Railroad to form the Illinois Central Gulf Railroad
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1971 Salem, Illinois, derailment
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The 1971 Salem, Illinois, derailment occurred on June 10,1971, when Amtraks City of New Orleans passenger train derailed near Salem, Illinois. It is sometimes referred to as the Tonti derailment, after the community of Tonti, Illinois. An investigation by the National Transportation Safety Board found that the derailment was caused by a flange on a flat wheel caused by a seized axle bearing. The crash killed 11 people and injured 163 and it was Amtraks first fatal accident since assuming control of most intercity passenger trains in the United States on May 1,1971. Amtrak #1, the City of New Orleans departed Chicagos Central Station at 8,00 AM CT on June 10,1971, the City of New Orleans was a daytime train between Chicago and New Orleans, Louisiana. Up until April 30,1971, it had operated by the Illinois Central Railroad. It was scheduled to arrive in New Orleans at 1,30 AM on June 11, the train was composed of 15 cars, a baggage car,11 coaches, a diner-counter, a lounge car, and a combination coach/food service car. Amtrak had inherited or leased this equipment from other railroads, a set of four leased Illinois Central diesel locomotives pulled the train, #4031, #4109, #4106, and #2024. The lead locomotive assigned to the train was #4031, an EMD E8 originally manufactured in 1952, the E8 developed 2,250 horsepower from two 12 cylinder model 567B engines, each driving a generator to power the two traction motors on one truck. During the run south from Chicago the #2 engine on #4031 failed, after a crew change in Champaign, Illinois, the new crew observed the #2 engine respond to the throttle and concluded that it was operational again. South of Champaign the Illinois Central main line was double track with crossovers, as the train passed over one of these crossovers at Tonti #4031 derailed. #4031 was badly damaged in the derailment, #4109, immediately behind, the rear two locomotives remained upright and suffered little damage. The lead baggage car and first five coaches were destroyed, the remaining eight cars suffered varying degrees of damage. Eleven people were killed and 163 were injured, six of the eleven fatalities occurred when passengers were ejected through large side windows. It was Amtraks first fatal accident, the NTSB investigation found flat spots on the rear truck of #4031. Inspection of the tracks between Tonti and Effingham, Illinois, revealed markings where the wheels had slid instead of spun, further investigation revealed that the trucks traction motor had seized prior to the accident, and that the wheels had probably locked at Effingham during a station stop. The locked wheels created a false flange, when the compromised wheel reached the switch at the crossover at Tonti it derailed. #4031 had made another run from Chicago to New Orleans on June 6, engine #2 had failed on that trip as well and was shutdown in New Orleans
