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Medium 9780253347572

6 “Where the Hell Is Harrisburg?”

RushJr. Loving Indiana University Press ePub

The merger started at 12:01 a.m. Thursday, February 1, 1968, a cold, rainy night in Philadelphia. The system that the marriage brought together was larger than anything American railroaders had ever seen. Penn Central was the longest investor-owned railroad in the world. If coupled end to end, its fleet of cars and locomotives would stretch from New York to Laramie, and its tracks could stretch all the way around the world and then some. In one day all its trains combined traveled the equivalent of halfway to the moon. Even if their cultures had not clashed and even if their computers had blended, they were not prepared, and combining everything the first day made Penn Central almost impossible to manage.

No sooner had they merged than they were plunged into chaos. “It was just a goddamned operating mess,” said one veteran railroader. Routes were changed immediately for some types of shipments, but none of the classification clerks had been taught the 5,000 new combinations of routings. By the thousands, cars began flowing into the wrong yards. As the yardmaster at Selkirk described it: “They’d get a car for Harrisburg, which wasn’t on the old Central, and they’d say, “Where the hell is Harrisburg? I know where Pittsburgh is. Shit! I’ll send it to Pittsburgh.’”

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Medium 9780253356963

1 - Transportation for Hire: From Human Burden to Taxis

John H.Jr. White Indiana University Press ePub

From Human Burden to Taxis


THE EARLIEST HUMAN TRAVEL WAS SELF-LOCOMOTION. Mankind was blessed with very strong legs, and we could transport ourselves over very long distances. These day-by-day perambulations could carry one across a continent, if such a long trip was necessary. The average person can complete between 20 and 25 miles in a day, with the actual walking time totaling only six to eight hours. Someone who was determined to cover more ground could walk for a few more hours and do 30 miles in a day. Hence crossing North America could be done on foot in a little less than three and a half months. This optimistic schedule would depend on favorable weather, a certain degree of good fortune, and no unforeseen difficulties. In reality, however, when we consider crossing the country's several mountain ranges and rivers, which would impede travel considerably, it would likely take twice as many days to march across the vast expanse of what is now the United States. Most early travel was actually more local in nature and involved the search for food when our ancestors subsisted as hunters and gatherers of cereals, fruit, and small game.

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Medium 9781855209718

Chapter 7 - Steering

PR Pub PR Pub Brooklands Books ePub
Medium 9781855209510

Chapter 17 - Under the Bonnet

Gordon Lund Brooklands Books ePub


In most cases old vehicles hydraulic systems will be suspect, with seals and cylinder bores all in need of replacement. If they all look as if they have not been renewed lately, then replace with new, including a new servo unit if one was fitted originally.

Original Girling Power Stop servo units are getting difficult to find as they are only available part exchange. They do turn up at brake specialists from time to time, if they get old ones back. So remember to return yours, another enthusiast may be dependent on you. Lockheed units can be made to fit but in slightly revised positions.

Fit all new hydraulic hoses in the engine compartment, and all new flexible hoses, preferably stainless steel braided, on the brakes and clutch slave cylinders. Fill the systems with Dot 4 brake fluid and bleed to remove all entrapped air.


Weber, Dellorto or Stromberg, there is not a lot to choose between the three. Weber DCO40s are the traditional fitment, with Dellorto filling gaps in when Weber could not supply for whatever reason. Strombergs were Lotus’ attempt at meeting emissions regulations and, without the re-circulation idler mixture system installed for the North American market, could be made to work just as efficiently as the 4-branch systems.

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Medium 9780253347572

8 “That Telephone Man”

RushJr. Loving Indiana University Press ePub

Stuart Saunders’s lobbying of the board was paying off, and he soon had the votes he needed to oust Alfred Perlman. Unwittingly Perlman had helped by insisting that the road’s Hollidaysburg, Pennsylvania, shops build more new cars, and with dollars growing increasingly scarce, this and the constant rise in costs were making the directors additionally skeptical of Perlman’s judgment. So Saunders stepped up his still highly secret search for a new president.

After several months, Saunders heard of a possible candidate through one of David Bevan’s friends. Although Bevan was not directly involved in the search, he obviously knew—probably through an ally of Mellon—what was going on. For Bevan, Saunders’s quiet quest was an opportunity to gain more power for himself and possibly unseat Saunders, too, so he slipped his own chess piece onto the board.

Saunders was about to set off on one of his periodic trips to Europe in late June 1969 when Bevan told him he was quitting and presented him with the letter of resignation. Saunders realized this could perturb Mellon and create a boardroom confrontation. He also knew the timing was awful, because he needed Bevan’s banking connections to keep Penn Central supplied with capital. He therefore tried to placate Bevan with a salary increase, urging him to hold off and telling him of his plan to get rid of Perlman. At one point Bevan said he couldn’t take the pressure anymore and had to get out, that he needed a good night’s sleep for a change, and Saunders quickly quipped back, suggesting he take sleeping pills. Saunders’s humor annoyed Bevan, but finally he did agree to hold off quitting, and to make Bevan feel involved in the overthrow of Perlman, Saunders asked him to give advice on presidential candidates. And he promised that, once Perlman was kicked upstairs, Bevan would regain his old seat on the board.

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Medium 9781770906730


Neil Peart ECW Press ePub

Return of the Snowdancer


MARCH 2014

THE TITLE IS A WEST AFRICAN SAYING, describing what in that part of the world is a cultural ambivalence toward life’s … vagaries. Some good days, some bad days. Into each life a little rain must fall. Ski trails may turn to ice. Every silver cloud has a dark lining. Not all days are Sundays.

Interesting that the “Sunday” metaphor seems to be fairly universal, not only in the West, but in many regions of Africa and Asia where Christian missionaries have been active. Despite choosing a different day of the week, the tradition is maintained among Jews and many Muslims—an ideal day of rest and ease, and sometimes prayer. I defer to Aldous Huxley’s father, who said a walk in the mountains was the equivalent of going to church. This reporter would maintain that the same equation applies to other pleasurable activities in nature, like the display of devout snowshoeing in the opening photo.

That day, though, was a Sunday, in every sense. It was early February, in the Laurentian Mountains of Quebec—a day that was everything that season, in that place, ought to be. Over two feet of snow covered the ground and clotted on the trees, the sky was pearly gray in a light overcast (often a harbinger of snow, like the proverbial “white sky”), and the temperature was in the single digits Fahrenheit. Cold, but not bitter cold.

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Medium 9781770906730


Neil Peart ECW Press ePub


JUNE 2011

This royal throne of kings, this scepter’d isle,

This earth of majesty, this seat of Mars,

This other Eden, demi-paradise,

This fortress built by Nature for herself,

Against infection and the hand of war,

This happy breed of men, this little world,

This precious stone set in the silver sea,

Which serves it in the office of a wall,

Or as a moat defensive to a house,

Against the envy of less happier lands,

This blessed plot, this earth, this realm, this England.

—William Shakespeare, Richard II

THAT WAS WILL TALKING THROUGH JOHN OF GAUNT, set six or seven hundred years ago, and he obviously liked his country. These days, Brutus and I like it, too. The motorcycling is fantastic, through lovely and occasionally magnificent scenery, and the day-off destinations, the country hotels, are wonderful. The weather can be … variable (I once described “the three Rs” of motorcycling in Britain as “rain, roundabouts, and the wrong side”), but that’s one lesson I learned from the English, living there in my youth. If you make plans for an outing, a picnic, a hike, or a motorcycle ride, whatever the weather on that day, you go.

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Medium 9780253020635

9 The Biggest Railroad Story of Them All

RushJr. Loving Indiana University Press ePub


The Biggest Railroad Story of Them All


I HAD BEEN AT FORTUNE A LITTLE OVER A YEAR AND, although still fascinated by railroads, had not written a single word about the subject. My latest story was about one of the darlings of Wall Street, a young company called National Student Marketing. NSM had been one of the hot stocks of 1969, and my piece had been an exposé of one of the greatest accounting scams Wall Street had seen in recent years.

Even before beginning my research, I could smell possible fraud. The magazine’s Futures Department, which searched for potential stories, had invited NSM’s president and some of his vice presidents to lunch so that some of us could hear their spin on how their company was so successful. During their presentation they passed around copies of the company’s quarterly and annual financial statements, and while they were talking I glanced at the numbers. I saw that the figures in the quarterly statements and the annual report were not comparable. Also, in the year-end balance sheet there was a most unusual item, called “Unbilled Receivables.” Immediately I sensed a grand exposé.

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Medium 9781934009628

Appendix F: A 5E Lesson Plan Template

r4Educated Solutions Solution Tree Press ePub

Appendix F

A 5E Lesson Plan Template

A 5E Lesson Plan Template

Making Math Accessible to ELLs (K–2) © 2010 r4 Educated Solutions • solution-tree.com Visit go.solution-tree.com/ELL to download this page.

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Medium 9780253017772

PORTFOLIO ONE: The Farm Security Administration Photos, 1940–1942

Reevy, Tony Indiana University Press PDF



Figure 1.1. Washington, DC. Portrait of

Jack Delano, Office of War Information photographer. September 1942. John Collier.

Library of Congress, Prints & Photographs Division, FSAOWI Collection, Reproduction Number LC-USF34-014739-E.

In February 1940, Roy Stryker, chief of the FSA Historical Section, wrote to John R. Fischer, director of the Division of Information:

We are going to have to move fast to get a new man on the payroll to replace Arthur Rothstein. As you know, it is not going to be the easiest thing in the world to find a man to take hold of Arthur’s job and get into the swing of production in the manner of Lee, Rothstein, and

Post. . . . We have already found the man, Mr. Jack Delano. . . . We have an outstanding person. He is an artist by training, and has used the camera for several years. He did one of the finest jobs on the story of the coal miners in the anthracite region that I have ever seen. A man that can turn out as excellent a job is not to be lost.1

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Medium 9780253347572

25 A Catalog of Blunders

RushJr. Loving Indiana University Press ePub

While John Snow continued to carve his own mark on CSX, McClellan was making plans for an alliance of some sort with Conrail. If it could not buy the railroad, Norfolk Southern might worm its way into Conrail’s bed by setting up joint ventures. One potential vehicle for those alliances was the Triple Crown intermodal service that Norfolk was building from its new RoadRailer technology.

McClellan was a strong advocate of the new technology, and he found a fellow supporter in David R. Goode, who became NS’s chairman and CEO in 1992. Quiet and unassuming with a round cherubic face, Goode had joined the Norfolk and Western fresh from Harvard Law School as a tax attorney. Although he had been raised near the N&W main line in the mountains of southwestern Virginia, Goode had no experience with railroad operations. Yet, like McClellan, he loved trains, enjoyed touring historic rail lines, and collected old books and art about railroads.

As did McClellan, Goode recognized that Norfolk Southern needed routes into the Northeast and could not afford to let another line grab them instead. Much of the road’s northbound traffic was handed over to Conrail, and NS failed to capture many east-west movements because Conrail held a monopoly on New Jersey, where they originated or terminated. Norfolk Southern’s tracks crisscrossed the east from Jacksonville to Chicago and New Orleans to Washington, but north of the Potomac and east of the Ohio border they were conspicuously absent. “I think things always pointed us towards the need to get into this big hole that we had in the map,” Goode said. “Any time you went back and looked at the old maps of Norfolk Southern, you had this big hole in it.”

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Medium 9780253005915

6 Meter Gauge in Southeast Asia

William D. Middleton Indiana University Press ePub

Meter Gauge in Southeast Asia. With hardly a smoke cloud from its wood-burning boiler visible, Thai’s 4-6-2 Pacific No. 833 departs from Bang Sue at Bangkok with northbound Banmi mixed train No. 303. The Pacific was built by Japan’s Nippon Sharyo in 1956.



AS RAILWAY SYSTEMS DEVELOPED there were a variety of choices to make. Standard gauge (4-feet 8½-inches) became the most widespread choice, with Europe and North America meeting the need for almost all of the two continents. But in many other areas of the world other gauges were chosen. In eastern Asia there were three principal gauges. To the north, Russia chose a broad gauge (5 feet), while China adopted a standard gauge. Southeast Asia went to still another standard, with meter gauge. For proponents of large-scale railroad integration, the variety created enormous problems, not to mention the sometimes added difficulty of political conflicts. The United Nations, for example, established an office to promote the development of a rail system that that would lead all the way from Southeast Asia to western Europe. With the gauge conflicts and political problems associated with the proposal, little ever came from it.

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Medium 9781855206786

Chapter 3: Keeping Your E30 Alive!

Andrew Everett Brooklands Books ePub

Weekend fettling makes an old 3 feel much newer, adding years to its life. So a couple of days a year spent inside and underneath an E30 will pay you back when the time comes to sell.

The E30 is not really a rust bucket but the newest car is now 10 years old and the oldest is now 22 by the time rust erupts it is all too late, so stop it now before it eats into the structure of the car. I have used Waxoyl in the past and it’s good stuff but only on rust which is developing. Having said that, it will hold back quite bad corrosion but not forever. Job one is to jack the car up, remove the front wheels and then the under wing splash shields. E30 wings rust all around the edge of the wheel-arch due to wet mud getting trapped behind the shield edge and also particularly on later plastic bumper cars the back of the wing where it meets the sill. Mud flaps make the problem worse and with the shields removed (about 10 minutes) it is only another ten small 9mm bolts to unbolt the whole wing. Even if you do not particularly want to go this far, clean out the arch edge with a wire brush as well as the rear lower corner and rustproof it thoroughly. Plastic bumper cars also rot on the rear edges of the front valance so do the same here. Whilst the arch liners are out, clean up the front jacking points as these are a common casualty.

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Medium 9780253017772

PORTFOLIO THREE: OWI: Across the Continent on the Santa Fe

Reevy, Tony Indiana University Press PDF



If Chicago was, and is, the great city of American railroading, during World War II the Atchison, Topeka and Santa Fe Railway

(AT&SF) was, by any measure, one of the great transportation companies. The Pennsylvania Railroad was, by many standards, more important to the United States, the servant of its industrial heartland, but the

Santa Fe was one of the major transcontinentals.1

It was also an innovator, pioneering in its attempts to advance its passenger traffic by encouraging tourist travel. These efforts included acting as a patron for artists of the American West, making notable innovations in advertising, and encouraging the parallel evolution of the famed Fred Harvey Company and its “Harvey Houses” and “Harvey

Girls.” These innovations had ripples throughout American society, including the development of Santa Fe, New Mexico, as an internationally significant art center, and the great and lasting popularity of the

Grand Canyon as a tourist attraction.

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Medium 9780253347572

14 A School Band on the Railroad Tracks

RushJr. Loving Indiana University Press ePub

While McClellan and the others had been creating Amtrak, Judge John P. Fullam, who was presiding over the Penn Central bankruptcy, had named four trustees, three to serve part-time as the equivalent of directors. The fourth was Jervis Langdon Jr., who became the chief trustee and served full-time. A former president of the Baltimore and Ohio, Langdon, 65, had flown the Hump with the Flying Tigers during World War II and continued to pilot his own airplane. He was a tall man with a rocklike face that was softening with age. His looks and demeanor seemed soft, but that was misleading, for his cold, alert eyes told the real story about Langdon, who was well versed in the subtleties of corporate politics.

Langdon was a great-nephew of Mark Twain, who wrote Tom Sawyer in an outbuilding at the family farm—where Langdon himself still lived—outside Elmira, New York. Langdon was the ideal choice because—although no operating man—he knew how to scrutinize operations, and he understood the art of diplomacy and compromise. The latter skills would be mandatory, since working with Washington and the labor unions would be key to Penn Central’s survival. He knew the railroad business from the viewpoint of a strategist.

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