1.
North Coast Hiawatha
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The North Coast Hiawatha was a streamlined passenger train operated by Amtrak between Chicago, Illinois, and Seattle, Washington, in the United States. It operated from 1971 to 1979, the trains name combined the North Coast Limited with the Milwaukee Roads famed Hiawathas. Created at the behest of the United States Congress, the North Coast Hiawatha enjoyed an uncertain existence before being discontinued in 1979, since then there have been several attempts to restore the service, without success. The flagship train on the Northern Pacific Railway main line was the North Coast Limited and its running mate since 1952 was the Mainstreeter, which operated on a slower schedule with fewer amenities. The Northern Pacific main line mirrored that of its great rival, when passenger service was transferred to Amtrak, the new provider chose the Great Northerns Empire Builder as its Chicago–Pacific Northwest route. Amtraks decision to discontinue the NP trains caused consternation in Montana, mike Mansfield, then Senate Majority Leader, pointed out that the Empire Builder bypassed Montanas major population centers, and had no difficulty in making his displeasure felt. The new company reacted to the pressure and announced a resumption of service over the ex-Northern Pacific and this service took the form of an unnamed section of the Empire Builder running separately between Minneapolis and Spokane, Washington. Mansfields intervention earned the train the nickname “Mike Mansfield Limited”, the Northern Pacific route, which included the Yellowstone River, Homestake Pass and Bitterroot Mountains, was praised for its scenery. Amtrak considered the one of the companys six most beautiful. The train also provided a convenient connection to Yellowstone National Park at Livingston, on November 14,1971, Amtrak formally named this service the North Coast Hiawatha, with a tri-weekly schedule between Chicago and Spokane independent of the Empire Builder. In Spokane it combined with the Empire Builder for the trip to Seattle, on the other four days of the week the train terminated in Minneapolis. Amtrak initially named the Minneapolis train Hiawatha, but adopted the Twin Cities Hiawatha name on January 16,1972, Amtrak reverted to Hiawatha on October 29, and this name remained until the North Coast Hiawatha went daily for the first time on May 19,1974. This joint operation ended on June 11,1973, when Amtrak extended the North Coast Hiawatha to Seattle over the Great Northerns route and this new routing served the northern Washington communities of Wenatchee and Everett, which had previously been without service. The train remained on a tri-weekly schedule west of Minneapolis, for the summer of 1974 Amtrak added a second train, the Expo 74, to the Seattle–Spokane segment. The schedule fluctuated over the three years, with the train operating daily between Chicago and Seattle in the summers and reverting to tri-weekly west of Minneapolis the rest of the year. Amtrak would also run a service during the holiday season. Several members of Congress protested the cuts, including Representative Max Baucus. In the end Congress approved a budget for Amtrak $62 million above the administrations request, in the end the train was cancelled before the Superliners entered long-distance service
2.
Yakima, Washington
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Yakima is a U. S. city located about 60 miles southeast of Mount Rainier in Washington. Yakima is the county seat of Yakima County, Washington, as of the 2010 census, the city had a total population of 91,067 and a metropolitan population of 243,231. The unincorporated suburban areas of West Valley and Terrace Heights are considered a part of greater Yakima, Yakima is situated in the Yakima Valley, an extremely productive agricultural region noted for apple, wine and hop production. As of 2011, the Yakima Valley produces 77% of all hops grown in the United States, the name Yakima originates from the Yakama Nation, located south of the city. The Yakama people were the first known inhabitants of the Yakima Valley, in 1805, the Lewis and Clark Expedition came to the area and discovered abundant wildlife and rich soil, prompting the settlement of homesteaders. A Catholic Mission was established in Ahtanum, southwest of present-day Yakima, the arrival of settlers and their conflicts with the natives resulted in the Yakima War. The U. S. Army established Fort Simcoe in 1856 near present-day White Swan as a response to the uprising, the Yakamas were defeated and forced to relocate to the Yakama Indian Reservation. Yakima County was created in 1865, when bypassed by the Northern Pacific Railroad in December 1884, over 100 buildings were moved with rollers and horse teams to the nearby site of the depot. The new city was dubbed North Yakima and was incorporated and named the county seat on January 27,1886. The name was changed to Yakima in 1918, Union Gap was the new name given to the original site of Yakima. According to the United States Census Bureau, the city has an area of 27.69 square miles. Yakima is 1095 feet above sea level. The city of Yakima is located in the Upper Valley of Yakima County, the county is geographically divided by Ahtanum Ridge and Rattlesnake Ridge into two regions, the Upper and Lower valleys. Yakima is located in the more urbanized Upper Valley, and is the city of the Yakima Metropolitan Statistical Area. The cities of Selah and Union Gap lie immediately to the north and south of Yakima, in addition, the unincorporated suburban areas of West Valley and Terrace Heights are considered a part of greater Yakima. With these cities included in the area, population within 20 miles of the city is over 123,000. As of the 2013, the population of the metropolitan area is 247,044. The primary irrigation source for the Yakima Valley, the Yakima River, in Yakima, the river is used for both fishing and recreation
3.
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
4.
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
5.
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
6.
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
7.
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
8.
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
9.
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
10.
Wheelbase
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In both road and rail vehicles, the wheelbase is the distance between the centers of the front and rear wheels. For road vehicles with more than two axles, the wheelbase is defined as the distance between the axle and the centerpoint of the driving axle group. In the case of a truck, the wheelbase would be the distance between the steering axle and a point midway between the two rear axles. The wheelbase of a vehicle equals the distance between its front and rear wheels, at equilibrium, the total torque of the forces acting on a vehicle is zero. So, for example, when a truck is loaded, its center of gravity shifts rearward, the amount the vehicle sinks will depend on counter acting forces like the size of the tires, tire pressure, and the stiffness of the suspension. If the vehicle is accelerating or decelerating, extra torque is placed on the rear or front tire respectively, so, as is common experience, when the vehicle accelerates, the rear usually sinks and the front rises depending on the suspension. Likewise, when braking the front noses down and the rear rises, because of the effect the wheelbase has on the weight distribution of the vehicle, wheelbase dimensions are crucial to the balance and steering. For example, a car with a greater weight load on the rear tends to understeer due to the lack of the load on the front tires. This is why it is crucial, when towing a single-axle caravan, likewise, a car may oversteer or even spin out if there is too much force on the front tires and not enough on the rear tires. Also, when turning there is lateral torque placed upon the tires which imparts a turning force that depends upon the length of the distances from the CM. Wheelbases provide the basis for one of the most common vehicle size class systems, some luxury vehicles are offered with long-wheelbase variants to increase the spaciousness and therefore the luxury of the vehicle. Prime Minister of the United Kingdom Tony Blair was given a version of the Rover 75 for official use. In contrast, coupé varieties of vehicles such as the Honda Accord are usually built on shorter wheelbases than the sedans they are derived from. The wheelbase on many commercially available bicycles and motorcycles is so short, relative to the height of their centers of mass, in skateboarding the word wheelbase is used for the distance between the two inner pairs of mounting holes on the deck. This is different from the distance between the centers of the two wheel pairs. A reason for this use is that decks are sold with prefabricated holes. It is therefore easier to use the holes for measuring and describing this characteristic of the deck. A common misconception is that the choice of wheelbase is influenced by the height of the skateboarder, however, the length of the deck would then be a better candidate, because the wheelbase affects characteristics useful in different speeds or terrains regardless of the height of the skateboarder
11.
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
12.
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
13.
Two-stroke engine
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A two-stroke, or two-cycle, engine is a type of internal combustion engine which completes a power cycle with two strokes of the piston during only one crankshaft revolution. This is in contrast to an engine, which requires four strokes of the piston to complete a power cycle. In a two-stroke engine, the end of the combustion stroke, two-stroke engines often have a high power-to-weight ratio, power being available in a narrow range of rotational speeds called the power band. Compared to four-stroke engines, two-stroke engines have a reduced number of moving parts. The first commercial two-stroke engine involving in-cylinder compression is attributed to Scottish engineer Dugald Clerk, however, unlike most later two-stroke engines, his had a separate charging cylinder. The crankcase-scavenged engine, employing the area below the piston as a pump, is generally credited to Englishman Joseph Day. The first truly practical two-stroke engine is attributed to Yorkshireman Alfred Angas Scott, gasoline versions are particularly useful in lightweight or portable applications such as chainsaws and motorcycles. In a two-stroke engine, the transfer from the engine to the cooling system is less than in a four-stroke. Two-stroke petrol engines are preferred when mechanical simplicity, light weight, the Japanese manufacturer Suzuki did the same in the 1970s. Production of two-stroke cars ended in the 1980s in the West, eastern Bloc countries continued until around 1991, with the Trabant and Wartburg in East Germany. They are also common in power tools used outdoors, such as lawnmowers, chainsaws, with direct fuel injection and a sump-based lubrication system, a two-stroke engine produces air pollution no worse than a four-stroke, and it can achieve higher thermodynamic efficiency. Therefore, the cycle has also been used in large diesel engines, most notably large industrial and marine engines, as well as some trucks. Although the principles remain the same, the details of various two-stroke engines differ depending on the type. The design types vary according to the method of introducing the charge to the cylinder, the method of scavenging the cylinder, piston port is the simplest of the designs and the most common in small two-stroke engines. All functions are controlled solely by the covering and uncovering the ports as it moves up. In the 1970s, Yamaha worked out some principles for this system. They found that, in general, widening an exhaust port increases the power by the amount as raising the port. However, there is a limit to the width of a single exhaust port
14.
V16 engine
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A V16 engine is a V engine with 16 cylinders. Engines of this number of cylinders are uncommon in automotive use, in addition V angles of 45° and 135° give an impulse every 45°, so are optimal solutions, for even-firing and non-split bearing crankshaft journals. V16 engines are used in automobiles because V8s or V12s of the same displacement typically produce just as much power. The few V16s that have produced were used in high-end luxury. Today, the most common applications for V16 engines are railroad locomotives, marine craft, howard Marmon had begun working on the worlds first automotive V16 engine in 1927, but was unable to complete the production Sixteen model until 1931. By that time, Cadillac had already introduced their V16, designed by ex-Marmon engineer Owen Nacker, peerless, too, was developing a V16 with help from another ex-Marmon engineer, James Bohannon. The Cadillac Series 452 was the most exclusive model of the marque from January 1930 until 1940, from 1930 to 1937, Cadillac used a 452 CID, OHV motor with a 45° V. For 1938, a new 431 CID design was introduced for the Series 90, with a flathead valvetrain and an angle of 135°, however, it was never as popular or highly regarded as its 452 CID predecessor. By contrast, the Marmon Sixteen was a 45° engine made almost entirely of aluminium, like modern engines, it used pressed steel cylinder liners. Just 400 Marmon Sixteens were produced between 1931 and 1933 and it began production in 1991 but only a few cars were produced before the company closed its doors for good. Cadillac revived the V16 concept in 2003 with a General Motors concept car and this car used a 1,000 hp OHV V16. BMW also experimented with a V16, eventually showing a 9-litre version in the Rolls-Royce 100EX concept car, however, one of the Rolls-Royce Phantom Coupés which featured in the film Johnny English Reborn is powered by this V16 engine. That was not BMWs first foray into V16, BMW had conceived the Project Goldfish, the BMW Goldfish V16 motor had the displacement of 6. 7-litre, putting out about 408 hp and 637 N·m. That motor was also trialled in the new Bentley Mulsanne in the early 1990s, the first known use of a V16 in auto racing was by Maserati with their 1929 Tipo V4. Harry Miller installed a custom-built V16 that he had built for a Cord supercar he had working on into a chassis that he had built for the 1931 Indianapolis 500 driven by Shorty Cantlon. The car was competitive, charging from 26th on the grid to 3rd, bryan Saulpaugh qualified the car third for the 1932 Indianapolis 500, but the car suffered a broken oil line on lap 55 and their race was over. Shortly after the race the V16 was removed and replaced with a conventional Miller four-cylinder, the car was re-assembled and rebuilt with an exact replica V16 in 1993. The V16 was used in Grand Prix by the mid-engined Auto Union racing cars that rivalled the Mercedes from 1933 to 1938, alfa Romeo made two cars with V16 engine the Tipo 162 and Tipo 316
15.
Diesel engine
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Diesel engines work by compressing only the air. This increases the air temperature inside the cylinder to such a degree that it ignites atomised diesel fuel that is injected into the combustion chamber. This contrasts with spark-ignition engines such as an engine or gas engine. In diesel engines, glow plugs may be used to aid starting in cold weather, or when the engine uses a lower compression-ratio, the original diesel engine operates on the constant pressure cycle of gradual combustion and produces no audible knock. Low-speed diesel engines can have an efficiency that exceeds 50%. Diesel engines may be designed as either two-stroke or four-stroke cycles and they were originally used as a more efficient replacement for stationary steam engines. Since the 1910s they have used in submarines and ships. Use in locomotives, trucks, heavy equipment and electricity generation plants followed later, in the 1930s, they slowly began to be used in a few automobiles. Since the 1970s, the use of engines in larger on-road and off-road vehicles in the US increased. According to the British Society of Motor Manufacturing and Traders, the EU average for diesel cars accounts for 50% of the total sold, including 70% in France and 38% in the UK. The worlds largest diesel engine is currently a Wärtsilä-Sulzer RTA96-C Common Rail marine diesel, the definition of a Diesel engine to many has become an engine that uses compression ignition. To some it may be an engine that uses heavy fuel oil, to others an engine that does not use spark ignition. However the original cycle proposed by Rudolf Diesel in 1892 was a constant temperature cycle which would require higher compression than what is needed for compression ignition. Diesels idea was to compress the air so tightly that the temperature of the air would exceed that of combustion, to make this more clear, let it be assumed that the subsequent combustion shall take place at a temperature of 700°. Then in that case the pressure must be sixty-four atmospheres, or for 800° centigrade the pressure must be ninety atmospheres. In later years Diesel realized his original cycle would not work, Diesel describes the cycle in his 1895 patent application. Notice that there is no longer a mention of compression temperatures exceeding the temperature of combustion, now all that is mentioned is the compression must be high enough for ignition. In 1806 Claude and Nicéphore Niépce developed the first known internal combustion engine, the Pyréolophore fuel system used a blast of air provided by a bellows to atomize Lycopodium
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.
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
22.
Cargo
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Multi-modal container units, designed as reusable carriers to facilitate unit load handling of the goods contained, are also referred to as cargo, specially by shipping lines and logistics operators. Similarly, aircraft ULD boxes are also documented as cargo, with associated packing list of the contained within. When empty containers are shipped each unit is documented as a cargo and when goods are stored within, seaport terminals handle a wide range of maritime cargo. Automobiles are handled at many ports and are carried on specialized roll-on/roll-off ships. Break bulk cargo is typically stacked on pallets and lifted into. The volume of bulk cargo has declined dramatically worldwide as containerization has grown. One way to secure break bulk and freight in intermodal containers is by using Dunnage Bags, bulk cargo, such as salt, oil, tallow, and scrap metal, is usually defined as commodities that are neither on pallets nor in containers. Bulk cargoes are not handled as individual pieces, the way heavy-lift, alumina, grain, gypsum, logs, and wood chips, for instance, are bulk cargoes. Neo-bulk cargo comprises individual units that are counted as they are loaded and unloaded, in contrast to bulk cargo that is not counted, containers are the largest and fastest growing cargo category at most ports worldwide. Containerized cargo includes everything from auto parts, machinery and manufacturing components to shoes and toys to frozen meat, air cargo, commonly known as air freight, is collected by firms from shippers and delivered to customers. Aircraft were first used for carrying mail as cargo in 1911, eventually manufacturers started designing aircraft for other types of freight as well. There are many commercial aircraft suitable for carrying cargo such as the Boeing 747 and the bigger An‑124, such large aircraft employ quick-loading containers known as unit load devices, much like containerized cargo ships. The ULDs are located in the front section of the aircraft, most nations own and utilize large numbers of military cargo aircraft such as the C‑17 Globemaster III for logistical needs. Popular commercial aircraft transformed to an aircraft such as Saab 340A is designed for high revenue. Trains are capable of transporting a number of containers that come from shipping ports. Trains are also used for the transportation of water, cement, grain, steel, wood and they are used because they can carry a large amount and generally have a direct route to the destination. Under the right circumstances, freight transport by rail is more economic and energy efficient than by road, the main disadvantage of rail freight is its lack of flexibility. For this reason, rail has lost much of the business to road transport
23.
Passenger
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A passenger is a person who travels in a vehicle but bears little or no responsibility for the tasks required for that vehicle to arrive at its destination or otherwise operate the vehicle. Passengers are people who ride on buses, passenger trains, airliners, ships, ferryboats, historically, the concept of the passenger has existed for as long as man has been able to create means of transportation capable of carrying more people than were needed to operate the vessel. Crew members, as well as the driver or pilot of the vehicle, are not considered to be passengers. In railway parlance, passenger, as well as being the end user of a service, is also a categorisation of the type of rolling stock used, in the British case, there are several categories of passenger train. These categories include, Express passenger, which long distance. Semi-fast express passenger, a type of service that is high speed, local passenger, the lowest category of British passenger train, which provides a service that stops at all stations between major destinations, for the benefit of local populations. In transportation, a no pax trip is a trip without passengers, for example, no-pax flights are freight, ferry and positioning flights. In most jurisdictions, laws have been enacted that dictate the legal obligations of the owner of a vehicle or vessel, or of the driver or pilot of the same, towards the passengers. In other situations, however, guest statutes may limit the ability of passengers to sue the driver of the vehicle over an accident, many places require cars to be outfitted with measures specifically for the protection of passengers, such as passenger-side air bags. With respect to passengers on vehicles or vessels, both national laws and international treaties require that the carrier act with a certain standard of care. The number of passengers that a vehicle or vessel may legally carry is defined as its seating capacity, revenue passenger Media related to Passengers at Wikimedia Commons
24.
Diesel locomotive
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A diesel locomotive is a type of railway locomotive in which the prime mover is a diesel engine. Several types of diesel locomotive have been developed, differing mainly in the means by which power is conveyed to the driving wheels. Early internal combustion engine-powered locomotives and railmotors used gasoline as their fuel, soon after Dr. Rudolf Diesel patented his first compression ignition engine in 1892, it was considered for railway propulsion. Progress was slow, however, as several problems had to be overcome, power transmission was a primary concern. As opposed to steam and electric engines, internal combustion engines work efficiently only within a range of turning frequencies. In light vehicles, this could be overcome by a clutch, in heavy railway vehicles, mechanical transmission never worked well or wore out too soon. Experience with early gasoline powered locomotives and railcars was valuable for the development of diesel traction, one step towards diesel-electric transmission was the petrol-electric vehicle, such as the Acsev Weitzer railmotor, which could operate from batteries and electric overhead wires too. Steady improvements in diesel design gradually reduced its size and improved its power-to-weight ratio to a point where one could be mounted in a locomotive. Once the concept of drive was accepted, the pace of development quickened. In 1930, Armstrong Whitworth of the United Kingdom delivered two 1,200 hp locomotives using engines of Sulzer design to Buenos Aires Great Southern Railway of Argentina, currently, almost all diesel locomotives are diesel-electric, although the diesel-hydraulic type was widely used between the 1950s and 1970s. The Soviet diesel locomotive TEP80-0002 lays claim to the speed record for a diesel railed vehicle. In 1894, a 20 h. p. two axle machine built by Priestman Brothers was used on the Hull Docks, in 1896 an oil-engined railway locomotive was built for the Royal Arsenal, Woolwich, England, in 1896, using an engine designed by Herbert Akroyd Stuart. It was not, strictly, a diesel because it used a hot bulb engine, following the expiration of Dr. Rudolf Diesels patent in 1912, his engine design was successfully applied to marine propulsion and stationary applications. However, the massiveness and poor power-to-weight ratio of early engines made them unsuitable for propelling land-based vehicles. Therefore, the potential as a railroad prime mover was not initially recognized. This changed as development reduced the size and weight of the engine, the worlds first diesel-powered locomotive was operated in the summer of 1912 on the Winterthur-Romanshorn Railroad in Switzerland, but was not a commercial success. In 1906, Rudolf Diesel, Adolf Klose and the steam, Sulzer had been manufacturing Diesel engines since 1898. During further test runs in 1913 several problems were found, after the First World War broke out in 1914, all further trials were stopped
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.
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
28.
Cab unit
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A cab unit and a carbody unit are body styles of locomotives in North American railroad terminology. While closely related, they are not exactly the same, with both body styles, a bridge-truss design framework is used to make the body a structural element of the locomotive. The body rises above the frame, and extends the full width of the locomotive. The service walkways are inside the body and this configuration gives a cab or carbody unit poor rear visibility compared with a hood unit. For that reason, cab or carbody units are used in situations where rear visibility is not important, such as power for through freight. Cab and carbody units are more aerodynamic than hood units. A cab unit is a unit with a driving cab. Thus, a cab unit is always an A unit. By contrast, a unit can be either an A unit. In recent years, locomotive manufacturers have switched from cab units to cowl units when a body is desired. Cab units were not generally used in Great Britain, the traditional makers continued to use heavyweight frames and cowl units instead. Most British diesel locomotives, e. g. the British Rail Class 37, are cab units, the Class 37, like most British diesel and electric locomotives, has a cab at each end
29.
EMD F2
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The EMD F2 was a freight-hauling diesel locomotive built by General Motors Electro-Motive Division between July 1946 and November 1946. It succeeded the FT model in GM-EMDs F-unit sequence, and was replaced in turn by the F3,74 cab-equipped lead A units and 30 cabless booster B units were produced. There are no reliable recognition features for an F2, like most F3s, they were built with small side numberboards. They also had four radiator fans at the center of the next to each other in line on the roof instead of two at each end. This external feature was the result of a change in internal arrangement. Power for these accessories was produced by a new D14 three phase alternator built into the main DC generator, called a “companion alternator” and this device has been used in all later EMD road locomotives to the present
30.
EMD F7
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The EMD F7 was a 1,500 horsepower Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors and General Motors Diesel. Although originally promoted by EMD as a unit, the F7 was also used in passenger service hauling such trains as the Santa Fe Railways Super Chief. The F7 was the model in GM-EMDs successful line of F unit locomotives. In fact, more F7s were built than all other F units combined and it succeeded the F3 model in GM-EMDs F unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMDs La Grange, Illinois, plant or GMDs London, Ontario, the F7 differed from the F3 primarily in internal equipment and some external features. Its continuous tractive effort rating was 20% higher (e. g.40,000 lb for an F7 with 65 mph gearing, a total of 2,366 cab-equipped lead A units and 1,483 cabless-booster or B units were built. Many F7s remained in service for decades, as railroads found them economical to operate, as most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. The F7s prime mover is a 16-cylinder 567B series Diesel engine developing 1,500 hp at 800 rpm. The 567B is a mechanically aspirated two-stroke design in a 45 degree Vee configuration, with 567 cu in displacement per cylinder, for a total of 9,072 cu in. A direct current generator that is coupled to the flywheel end of the engine powers four traction motors. EMD has built all of its major components since 1939, starting in August 1953 EMD installed 567BC and 567C engines in a few F7s, see roster below. There are no easily identifiable differences between late F3 production and early F7 production, the differences were all internal electrical system changes. However, no F7 had chicken wire grilles of most F3s, the F9 is distinguishable from the late F7 by having five, rather than four, carbody center louver groups covering the carbody filters. The additional one is placed ahead of the first porthole, where F7s have no openings, the F9s greater power output, of course, cannot be seen from the outside. There were also two main classes of F7s, passenger and freight, most passenger units had upper and lower headlights, but this wasnt always the rule. Many freight units had the upper Mars or Pyle brand warning light as well, and some passenger units only had a single upper headlight, ie the Pennsylvania. Many units had the upper lights plated over later in life, or the door light removed/plated over and these early warning lights had lots of moving linkages and a motor that were high maintenance for the shops. The identification of locomotive phases is a creation of railfans, although now used in Diesel Spotters Guide, EMD used no such identification, and instead kept track of the marketing name and individual locomotives build numbers
31.
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
32.
Stainless steel
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In metallurgy, stainless steel, also known as inox steel or inox from French inoxydable, is a steel alloy with a minimum of 10. 5% chromium content by mass. Stainless steel is notable for its resistance, and it is widely used for food handling. Stainless steel does not readily corrode, rust or stain with water as ordinary steel does, however, it is not fully stain-proof in low-oxygen, high-salinity, or poor air-circulation environments. There are various grades and surface finishes of stainless steel to suit the environment the alloy must endure, Stainless steel is used where both the properties of steel and corrosion resistance are required. Stainless steel differs from carbon steel by the amount of chromium present, unprotected carbon steel rusts readily when exposed to air and moisture. This iron oxide film is active and accelerates corrosion by making it easier for more iron oxide to form, since iron oxide has lower density than steel, the film expands and tends to flake and fall away. In comparison, stainless steels contain sufficient chromium to undergo passivation and this layer prevents further corrosion by blocking oxygen diffusion to the steel surface and stops corrosion from spreading into the bulk of the metal. Passivation occurs only if the proportion of chromium is high enough, Stainless steel’s resistance to corrosion and staining, low maintenance, and familiar lustre make it an ideal material for many applications. Storage tanks and tankers used to transport orange juice and other food are made of stainless steel. This also influences its use in kitchens and food processing plants, as it can be steam-cleaned and sterilized. High oxidation resistance in air at ambient temperature is achieved with addition of a minimum of 13% chromium. The chromium forms a layer of chromium oxide when exposed to oxygen. The layer is too thin to be visible, and the metal remains lustrous, the layer is impervious to water and air, protecting the metal beneath, and this layer quickly reforms when the surface is scratched. This phenomenon is called passivation and is seen in other metals, corrosion resistance can be adversely affected if the component is used in a non-oxygenated environment, a typical example being underwater keel bolts buried in timber. When stainless steel parts such as nuts and bolts are forced together, when forcibly disassembled, the welded material may be torn and pitted, a destructive effect known as galling. Galling can be avoided by the use of materials for the parts forced together, for example bronze and stainless steel. However, two different alloys electrically connected in a humid, even mildly acidic environment may act as a voltaic pile, nitronic alloys, made by selective alloying with manganese and nitrogen, may have a reduced tendency to gall. Additionally, threaded joints may be lubricated to provide a film between the two parts and prevent galling, low-temperature carburizing is another option that virtually eliminates galling and allows the use of similar materials without the risk of corrosion and the need for lubrication
33.
EMD FT
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The EMD FT was a 1, 350-horsepower diesel-electric locomotive produced between March 1939 and November 1945, by General Motors Electro-Motive Division. The F stood for 1400 horsepower and the T for twin, the design was developed from the TA model built for the C, RI&P in 1937, and was similar in cylinder count, axle count, length and layout. All told 555 cab-equipped A units were built, along with 541 cabless booster B units, the locomotives were all sold to customers in the United States. Many rail historians consider the FT one of the most important locomotive models of all time, the first units produced for a customer were built in December 1940 and January 1941 for the Atchison, Topeka and Santa Fe Railway and numbered the 100 set. These were the first diesel-electric locomotives ever produced with dynamic braking, initially the four-unit, coupler-equipped set featured two booster units between two cab units in the manner of the demonstrator set. This is why the road had ten more FTB booster units than FTA cab units, see EMD567 for specific information on the history of the 567 medium-speed two-stroke cycle Diesel engine, as employed in the FT and its many successors. In 1951, E. W. FTs were generally marketed as semi-permanently coupled A-B sets making a single locomotive of 2,700 hp, many railroads used pairs of these sets back to back to make up a four-unit A-B-B-A locomotive rated at 5,400 hp. Some railroads purchased semi-permanently coupled A-B-A three-unit sets of 4,050 hp, all units in a consist could be run from one cab, multiple unit control systems linked the units together. Some roads, like the initial customer Santa Fe, ordered all their FTs with regular couplers on both ends of each unit for added flexibility, internally, EMD referred to these units as model FS. The FT introduced a 16-cylinder version of the 567 series engine developing 1,350 hp at 800 rpm, a D8 D. C. generator provides power to four D7 traction motors, two on each truck, one on each axle, in a B-B arrangement. The Blomberg design introduced here has been EMD’s standard B truck, EMD has built all its own components since 1939. Only the four demonstrator FTs used the 567 U-Deck engine and those engines were replaced in the demonstrators by 567 V-Deck engines before sale to the Southern in May 1941. All FT locomotives built between December 1940 and February 1943 used the 567 V-Deck engine, the 567 V-Deck engine was replaced in production with the 567A engine in May 1943. All subsequent FT locomotives built from May 1943 to the end of production in November 1945 used the 567A engine, the FT is very similar to the later F-units in appearance, but there are some differences which render it distinguishable from later EMD freight cab units. The side panels of the FT were different, but it was common for railroads to alter them to make an earlier unit appear later. The roof is a reliable indication, FTs had four exhaust stacks along the centerline. The radiator fans were recessed within the carbody, and arranged in two pairs, one each end of the locomotive. Later units have the fans grouped together, and their shrouding extended atop the roof, the overhangs of the body past the trucks differ in the FT compared to later units
34.
Railfan
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A railfan, rail buff, or train buff, railway enthusiast or railway buff, trainspotter or anorak, or foamer, is a person interested in a recreational capacity in rail transport. Railfans of many ages can be found worldwide, magazines dedicated to railfanning include Trains and Railfan & Railroad. The term metrophile is used by some to identify a railfan with a particular interest in metro systems, the study of railways, or a general interest in them as a hobby, is sometimes jokingly known as ferroequinology. In the United Kingdom, railfans are sometimes called trainspotters or anoraks, the term gricer has been used in the UK since at least 1969, and is said to have been current in 1938 amongst members of the Manchester Locomotive Society, according to the Oxford English Dictionary. There has been speculation that the term derives from grouser, one who collects dead grouse after a shoot, in Australia, they are sometimes referred to as gunzels. The hobby extends to all aspects of transport systems. It should be noted that items such as timetables and railway paper are collected for study. There are many retailers and auction houses specializing in such material, Railway art or architecture Railway operations, economics or commerce Railway preservation/restoration Level junction. This is where the railfan can also be interested in the railroad or grade crossing signals, monitoring railroad radio communications with a radio scanner. Train photography is an activity of railfans. Most railfans do their photographing from public property, unless they have permission to use a private property owners land. Occasionally, they run into problems with law enforcement, especially due to post 9/11 paranoia, in 2004, for example, the New York City Subway attempted to institute a photo ban. This was met with opposition, and was ultimately scrapped. Some railroad photographers have become known for their works. Stewart, or in Germany with Carl Bellingrodt, in the United Kingdom Photography is allowed at all stations on the National Rail network. London Underground also allows tourists and rail enthusiasts to take pictures and videos while passing through a station, though flash and tripods are not allowed. The Tyne and Wear Metro prohibits all photography without permission from Nexus. In Singapore, photography and filming can be taken in all SMRT, however, upskirt photos are illegal and permission must be obtained from the operators to record weddings and movies on the network
35.
EMD FP9
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Final assembly was at GM-EMDs La Grange, Illinois plant, except for Canadian orders, which were assembled by Canadian subsidiary GMD at London, Ontario. The FP9 was essentially EMDs F9 locomotive extended by four feet to give greater steam generator, a total of 90 cab-equipped lead A units were built, unlike the freight series, no cabless booster B units were sold. Regular F9B units were used with FP9 A units, since they, lacking cabs, had more room for water. The FP9 and its predecessor, the FP7, were offshoots of GM-EMDs highly successful F-unit series of cab unit diesel locomotives. Just as in the previous FP7, the FP9s carbody is essentially the F9s with 4 feet extra added a little behind the cab, as on the F9, there is now a carbody filter grille before the window as well. FP10 locomotives are not the successors of the FP9, as their designation might indicate. These F3 and F7 locomotives were used by the GM&O and ICG in Chicago-area commuter service, the FP10 units were never extended beyond their original length, thus making the P in their designation misleading. The FP10 designation, like that of the GP10 was conceived by ICG and was never sanctioned by EMD, though railroads, the FP10 locomotives were painted in the MBTAs purple, silver, and yellow scheme, wearing two variations of the transit agencys dress. At least one was painted in a scheme that was a negative of the conventional scheme, during the early 1990s, the FP10s were retired by the MBTA, with four being sold to the Metro North Commuter Railroad, some leased and others being scrapped. In late 1999/early 2000, the last remaining MBTA-owned FP10 units were sold and have operated in Maryland, New Orleans, Georgia, and Idaho on various tourist trains. List of GM-EMD locomotives List of GMD Locomotives VIA FP9ARM Stamps with FP9 Trainweb. com EMD F9A, F9B, FP9, FL9 Order Numbers, retrieved on January 4,2004
36.
Metro-North Railroad
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With an average weekday ridership of 298,900 in 2014, it is the second-busiest commuter railroad in North America in terms of annual ridership, behind its sister railroad, the Long Island Rail Road. Metro-North also provides rail service within New York City at a reduced fare. There are 124 stations on Metro-North Railroads five active lines, which operate on more than 775 miles of track, the MTA has jurisdiction, through Metro-North, over railroad lines on the western and eastern portions of the Hudson River in New York. Service on the side of the Hudson is operated by New Jersey Transit under contract with the MTA. Three lines provide service on the east side of the Hudson River to Grand Central Terminal in Manhattan, the Hudson, Harlem. The Beacon Line is a line owned by Metro-North but is not in service. The Hudson and Harlem Lines terminate in Poughkeepsie and Wassaic, New York, the New Haven Line is operated through a partnership between Metro-North and the State of Connecticut. The Connecticut Department of Transportation owns the tracks and stations within Connecticut, MTA owns the tracks and stations and handles capital improvements within New York State. MTA performs routine maintenance and provides services for the entire line, its branches. New cars and locomotives are purchased in a joint agreement between MTA and ConnDOT, with the agencies paying for 33. 3% and 66. 7% of costs respectively. ConnDOT pays more because most of the line is in Connecticut, the New Haven Line has three branches in Connecticut, the New Canaan Branch, Danbury Branch and Waterbury Branch. At New Haven, the Shore Line East connecting service, run by Connecticut, Amtrak operates intercity train service along the New Haven and Hudson Lines. The New Haven Line is part of Amtraks Northeast Corridor, at New Haven, the New Haven Line connects to the Amtrak New Haven–Springfield Line. The Hudson Line connects with the Oak Point Link and is the route for freight to and from the Bronx. Freight railroads CSX, CP Rail, P&W, and Housatonic Railroad have trackage rights on sections of the system, there are two branches, the Port Jervis Line and the Pascack Valley Line. The Port Jervis Line is accessed from two New Jersey Transit lines, the Main Line and the Bergen County Line. The Port Jervis Line terminates in Port Jervis, New York, most stops for the Port Jervis and Pascack Valley Lines are in New Jersey, so New Jersey Transit provides most of the rolling stock and all the staff, Metro-North supplies some equipment. Metro-North equipment has been used on other New Jersey Transit lines on the Hoboken division, All stations west of the Hudson River in New York are owned and operated by Metro-North, except Suffern, which is owned and operated by New Jersey Transit
37.
Toledo, Peoria and Western Railway
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The Toledo, Peoria and Western Railway is a short line railroad that operates 247 miles of track from Mapleton, Illinois, through Peoria across Illinois to Logansport, Indiana. TP&W has trackage rights between Galesburg, Illinois, and Peoria, between Logansport and Kokomo, Indiana, and between Reynolds, Indiana, and Lafayette, Indiana. TPW has connections with UP, BNSF, NS, CSXT, CN, CP, CERA, CIM, KBSR, the railroad is now owned by Genesee & Wyoming Inc. The railroads traffic comes largely from agricultural products, including both raw and processed products, as well as chemicals and completed tractors. The TPW hauled around 26,000 carloads in 2008, Toledo, Peoria & Westerns earliest ancestor was the Peoria and Oquawka. The eastern extension began construction, three years after its charter, in 1855, the Toledo, Peoria & Warsaw Railway was chartered in 1863, and opened in 1868 from the state line at Indiana across Illinois to the Mississippi River at Warsaw. This line was reorganized as the Toledo, Peoria & Western Railroad in 1880 and leased to the Wabash, St. Louis, the lease lasted four years and the Toledo, Peoria & Western Railway took over in 1887. The LP&B built from Galesburg to East Burlington, Illinois in 1855, a TP&W passenger train was involved in the Great Chatsworth Train Wreck in Chatsworth, Illinois in 1887. The Toledo, Peoria & Western Railroad was affiliated with the Pennsylvania Railroad in 1918 and this meant that the western terminus for the PRR was in Keokuk, Iowa and the Santa Fe interchange at Lomax, Illinois. In 1937, the TP&W purchased six Class H-10 Northerns from the American Locomotive Company and these locomotives were given road numbers 80 through 85 and were the lightest 4-8-4 ever built for a North American railroad, weighing only 361,000 pounds. They had 69-inch drivers,23.5 x 30 cylinders, a 250 psi boiler pressure, in January 1960 the ATSF and PRR gained joint control of TP&W. When Conrail was created in 1976 the TP&W acquired the former Pennsylvania Railroad trackage from Effner into Logansport, the Effner Branch, the value of this trackage diminished in 1981 when Conrail closed the Logansport interchange. At the end of 1970 TP&W operated 239 miles of road on 323 miles of track, in June 21,1970, the TP&Ws eastbound freight train No.20 derailed mid-train in Crescent City, Illinois. One of the tank cars punctured, with the released propane igniting and engulfing the other cars, destroying most of the business district and several homes. In 1979 the Santa Fe reached agreement to acquire the former Pennsylvania Railroads interest in TP&W. TP&W was merged into ATSF on December 31,1983. The ATSF sold the Lomax-Peoria-Logansport main line on February 3,1989 to new investors, when the parent companies of ATSF and Burlington Northern merged in 1995 TP&W was granted operating rights over BNs line between Peoria and Galesburg, Illinois. In 1995, the New York, Susquehanna and Western Railroad acquired a 40% interest in the TP&W, during this time, this regional railroad that operates in Illinois and Indiana was dispatched from the DO offices in Cooperstown, New York. Some TP&W locomotives were painted in the NYSWs distinctive yellow-and-black paint scheme during this time, in 1998, TP&W had revenues of approximately $13.4 million and moved over 59,000 freight carloads and intermodal units
38.
Aberdeen and Rockfish Railroad
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The Aberdeen and Rockfish Railroad is a short-line railroad operating in North Carolina. At one time the AR was a Class 2 railroad, the railroad has 47 miles of track that runs from Aberdeen to Fayetteville, North Carolina. The AR was incorporated in 1892 by businessman John Blue and he built the railroad to get his timber and turpentine products to market. On June 30,1895, the first stretch of road was opened from Aberdeen to Endon, in 1898 the company added a line from Ashley Heights to Raeford which soon became the main line with the Endon line as a branch. Shortly thereafter, the Endon branch was extended to Juniper, the main line was extended to Dundarrach in 1900, Rockfish in 1902, Fenix in 1904 and a branch from Rockfish to Hope Mills was added in 1905. For a while, Aberdeen–Hope Mills became the line, with branches to Juniper. On November 14,1909, another branch from Raeford to Wagram was opened, in 1912, the company abandoned the Endon branch and used the rails to construct an extension from Fenix to Fayetteville which opened on December 23 that year. At the same time the line to Hope Mills was abandoned, over the years the railroads traffic has shifted from lumber to agriculture products. The AR has successfully focussed on customer service and celebrated its 100th birthday in 1992, the AR is still owned by the Blue family and operates freight trains from Aberdeen to Fayetteville. The Wagram branch was sold to the Laurinburg and Southern Railroad in 1921, archived from the original on 13 March 2006. The Train-Watchers Guide to North American Railroads, sPVs Comprehensive Railroad Atlas of North America, Appalachia and Piedmont. Canterbury, Kent, United Kingdom, SPV Publishing, official website Aberdeen & Rockfish, Past & Present Motive Power
39.
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
40.
Atlanta and St. Andrews Bay Railroad
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The Atlanta and St. Andrews Bay Railroad, also known as the Bay Line, was a Class I railroad which operated in Alabama and Florida. The company was founded in 1906 and opened its mainline between Dothan, Alabama and Panama City, Florida in 1908, later reclassified as a short-line railroad, its assets were acquired by the Bay Line Railroad in 1994. As with many railroads in the region, the A&SAB began in the minds of timber investors and land developers seeking to access the resources of the Florida Panhandle. Chief among them was A. B, steele, who created the railroad to build south out of Dothan towards the Gulf Coast. The company incorporated on February 14,1906 and opened its 82-mile line between Dothan and Panama City on July 15,1908, Panama City was incorporated the following year at the terminus of the line. Plans were soon made to extend the north to Atlanta, however financial difficulties. World War II brought about an increase in traffic on the A&SAB. Several military bases in the vicinity of Panama City ensured the Bay Line would remain a hotbed of activity for the duration of the war, shortly after the war in 1947, the A&SAB was granted Class I status. TOFC service began in 1962 with the construction of ramps at Panama City, additional expansion came with the construction of a branch line to Graceville in 1971. In 1989, Stone Container Corporation purchased from CSX Transportation a branch line from Grimes to Abbeville, the new railroad, the Abbeville-Grimes Railway Company, was operated by the A&SAB. On January 1,1994, the Rail Management Corporation acquired the assets of the railroad and created a new company, construction of the branch spanning 7 miles from Campbellton, Florida to Graceville was completed on July 14,1971. Graceville was located at the terminus of the Georgiana branch of the Louisville and Nashville Railroad and this allowed for interchange between the two railroads and access to a Southwest Forest Industries woodchip mill located in Graceville that supplied the Panama City paper mill. In addition to the mill, Gold Kist operated a peanut mill in Graceville. The Seaboard System Railroad, successor to the Louisville and Nashville, the A&SAB purchased the small yard and wye track in Graceville from the vacating Seaboard and continued serving the city. Declining traffic prompted the abandonment of the branch by the mid 1990s, Stone Container Corporation purchased the line between Grimes and Abbeville on March 1,1989. The primary source of traffic is a mill near Abbeville. The Bay Line accessed the Abbeville & Grimes branch via trackage rights with CSX between Grimes and Dothan, the Abbeville branch was included in the sale to the Bay Line Railroad. The A&G was formally merged into the Bay Line on June 26,1996, archived from the original on 14 August 2011
41.
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
42.
Bangor and Aroostook Railroad
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The Bangor and Aroostook Railroad was a United States railroad company that brought rail service to Aroostook County in northern Maine. Brightly painted BAR box cars attracted attention in the 1950s. First-generation diesel locomotives operated on BAR until they were museum pieces, the economic downturn of the 1980s coupled with the departure of heavy industry from northern Maine forced the railroad to seek a buyer and end operations in 2003. The company was incorporated in 1891 to combine the lines of the former Bangor and Piscataquis Railroad and it was based in Bangor and lines extended from there to Oakfield and Houlton in 1894. The line was extended from Houlton to Fort Fairfield and Caribou in 1895, a parallel branch line was extended from Oakfield to Ashland in 1896. A branch was built from Caribou to Limestone in 1897, the Ashland Branch was extended to Fort Kent in 1902. A southern extension was completed in 1905 through Northern Maine Junction to Searsport on Penobscot Bay, the Medford Cutoff from Packard to South Lagrange was completed in 1907, and a branch was built from Millinocket to a new paper mill in East Millinocket. An international bridge was constructed over the Saint John River between Van Buren and St. Leonard, NB in 1915 to connect with the Canadian Pacific Railway, BAR began hauling potatoes in heated box cars in 1895. Potatoes provided an income source through the great depression. BAR had the 2nd largest United States railroad-owned reefer fleet during the 1950s, BAR made an arrangement with Pacific Fruit Express whereby PFE reefers shipped Maine potatoes during winter months and BAR reefers carried California produce during the summer and autumn. The claims process against PC was not resolved prior to PCs bankruptcy declaration the following June, as a result, several potato farms went out of business, and those that survived distrusted rail service and never returned to using the railroad. Inbound chemicals and outbound paper from mills on the Penobscot River at Millinocket, another paper mill was built in Madawaska in 1925. Pulpwood and wood chips to the mills became increasingly important as potato loadings declined. BAR painted 2,500 box cars in the red, white, a less expensive oxide red paint scheme with large white reporting marks was adopted during the Vietnam War. The line from Brownville Junction to Katahdin Iron Works was abandoned in 1922, BAR passenger train service ended in 1961. The Greenville branch was dismantled from 1962 to 1964, several Aroostook County segments were abandoned when potato traffic disappeared in the 1970s. In 1995, the BAR was acquired by Iron Road Railways, in 2002, the company was declared bankrupt, and in 2003 its lines were sold to Rail World, Inc. which initially incorporated them into the newly formed Montreal, Maine and Atlantic Railway. In 2010, the 233 miles of track from Millinocket north to the Canada–US border were sold to the state of Maine for $20 million to be operated by Irvings Maine Northern Railway, the Bangor and Aroostook rostered some 150 different steam locomotives over its history
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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
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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
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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
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Chicago and Eastern Illinois Railroad
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The Chicago and Eastern Illinois Railroad was a Class I railroad that linked Chicago to southern Illinois, St. Louis, and Evansville. MoPac merged the C&EI corporate entity in 1976 and was acquired itself by the Union Pacific Railroad. By 1894 the Eastern had merged the C&IC, the C&EI continued this vigorous growth into the next decade. However, in 1913 financial problems led to the collapse of the Frisco, the C&EI spun off a variety of their lines, including the Coal Road. The C&EI did not survive the Great Depression intact, entering bankruptcy in 1933, the railroad continued its brisk growth once again, gaining access to St. Louis, Missouri in 1954. The Missouri Pacific Railroad began to quietly purchase C&EI stock in 1961, after approval was gained from the Interstate Commerce Commission, Mopac assumed control of the C&EI in May 1967. One of the stipulations of the merger required sale of part of the railroad to the Louisville and Nashville Railroad, the line directly south of Chicago to near Danville was actually purchased by both railroads. The C&EI was maintained as a subsidiary for a few years. The route from Woodland Junction, Illinois through Danville into Indiana became part of L&N and its successors, while the western fork toward Thebes and its own trains, the Chicago to Cypress Meadowlark, and the Chicago to Evansville Whippoorwill were short lived. The C&EI ran the Chicago to Evansville portion of the L&Ns Humming Bird, miles of road operated at year end,945 in 1925,863 in 1967,643 in 1970 after L&N took over its piece. Track-miles operated,1928 in 1925,1435 in 1967,1067 in 1970, in 1967 it reported 3173 million ton-miles of revenue freight and 41 million passenger-miles. History of Chicago and Eastern Illinois Railroad Company to June 30,1913
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Chicago Great Western Railway
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The Chicago Great Western Railway was a Class I railroad that linked Chicago, Minneapolis, Omaha, and Kansas City. It was founded by Alpheus Beede Stickney in 1885 as a line between St. Paul and the Iowa state line called the Minnesota and Northwestern Railroad. Through mergers and new construction, the railroad, named Chicago Great Western after 1892, in 1968 it merged with the Chicago and North Western Railway, which abandoned most of the CGWs trackage. In 1835, the Chicago, St. Charles & Mississippi Airline railroad was chartered with the intent of building a railroad west out of Chicago. In 1887, the Chicago, St. Paul & Kansas City Railroad acquired the M&NW, Stickney, it had established routes west to Omaha, Nebraska, south to St. Joseph, Missouri, and east to Chicago, Illinois, via the Winston Tunnel near Dubuque. In 1892, the railroad was reorganized as the Chicago Great Western, in 1907, the panic of 1907 caused Stickney to lose control of the railroad, and ownership passed to financier J. P. Morgan. In 1910, the CGW introduced four McKeen Motor Car Company self-propelled railcars, in the same year, the railroad also purchased ten large 2-6-6-2s from the Baldwin Locomotive Works. Two years later, the railroad acquired a battery powered motorcar from the Federal Storage Battery Car Company. In 1916, the railroad began standardizing on 2-8-2 steam locomotives, at the end of the decade,36 2-10-4 steam locomotives were purchased from Baldwin and the Lima Locomotive Works. During the Great Depression, the railroad trimmed operations by closing facilities and it purchased its first diesel-electric locomotive, an 800 horsepower yard switcher from Westinghouse, in 1934. In 1941, it was reorganized in bankruptcy, and late in the decade a group of investors, organized as the Kansas City Group, in 1957, Deramus left the company, and Edward Reidy assumed the presidency. As early as 1946, the first proposal was advanced to merge the Great Western with other railroads, this time with the Chicago and Eastern Illinois Railroad, the Great Western cannot long survive as an independent carrier under these conditions. In 1965, the railroad ended passenger operations, the CGW, therefore, was open to a merger with the Chicago and North Western Railway, first proposed in 1964. After a 4-year period of opposition by other competing railroads, on July 1,1968, upon taking control of the CGW, the CNW rapidly abandoned most of the its former CGW trackage. The Chicago Great Western was not known for its trains, although it did fleet several named trains. Middleton, William, Smerk, George, Diehl, Roberta, bee, Roger, Brown, Gary, Luecke, John C. Locomotives of the Chicago Great Western, the Corn Belt Route, A History of the Chicago Great Western Railroad Company. Dekalb, IL, Northern Illinois University Press, hastings, Phillip R. Chicago Great Western Railway
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Monon Railroad
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The Monon Railroad, also known as the Chicago, Indianapolis, and Louisville Railway from 1897 to 1956, was an American railroad that operated almost entirely within the state of Indiana. The Monon was merged into the Louisville and Nashville Railroad in 1971, in 1970 it operated 540 miles of road on 792 miles of track, that year it reported 1320 million ton-miles of revenue freight and zero passenger-miles. 1847, The New Albany and Salem Railroad is organized with James Brooks as president,1854, The NA&S trackage stretches from the Ohio River to the Great Lakes. 1859, The overextended and struggling NA&S is renamed the Louisville, New Albany, april 30,1865, The LNA&C becomes one of twenty railroads to haul Abraham Lincolns funeral train, from Lafayette, Indiana to Michigan City, Indiana. 1873, The LNA&C Railroad is reorganized as the Louisville, New Albany,1881, The LNA&C consolidates with the Chicago and Indianapolis Air Line Railway, and the trackage of the new division is soon extended to reach into its namesake cities. July 1,1897, The LNA&C is reorganized as the Chicago, Indianapolis,1932, The 300 pound Monon Bell is first presented as the trophy of the annual football matchup between DePauw University and Wabash College. 1946, John W. Barriger III becomes President of the Monon, june 29,1949, Final day of steam locomotive service, as the Monon becomes one of the first Class I railroads to fully convert to diesel motive power. January 11,1956, The CI&L officially adopts its longtime nickname, Monon,1959, The Monons passenger service between Chicago, Illinois and Indianapolis, Indiana is discontinued. By 1965, only the Thoroughbred remained, with its single daily roundtrip from Chicago to Louisville, september 30,1967, Final day of regularly scheduled passenger train service on the Monon. July 31,1971, The Monon is merged into the Louisville and Nashville Railroad, josephs College in Rensselaer, Indiana The university traffic was important enough to the Monon that the railroad used the schools colors on its rolling stock. From Monon, the mainlines reached out to Chicago, Louisville, Indianapolis, in Chicago the Monons passenger trains served Dearborn Station. Branches connected the Louisville mainline to Victoria, Indiana and French Lick, the Monons main line ran down the middle of streets in several cities, notably Lafayette, New Albany, and Bedford. It also installed a home grown warning signal at many grade crossings. A sign below or to the side of the signal read, beginning in the north, Section One was from the Indiana line to Lafayette, passing through the Monon switch in Monon. As a primary route, it connected to Section Four running between Lafayette and Bloomington. This route reached the Ohio River over Section Five from Bloomington to New Albany, from this southern route, Sections Six and Seven were spurs to the west. Section Six served the coal fields between Midland and Clay City, connecting to the line at Wallace Junction, just south of Cloverdale. Section Seven provided passenger service to the hotels in West Baden and French Lick
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