370 Slices
  Title Author Publisher Format Buy Remix
Medium 9781742207407

Yekaterinburg to Krasnoyarsk

Lonely Planet Lonely Planet ePub

This leg of the journey isn’t the most visually exciting, with little more to see than endless miles of semitaiga and farmland. Perhaps the best way to make the journey, then, is on a series of night trains – you won’t miss much in the way of scenery and you’ll save on hotels. If you do take day trains, there is admittedly a certain pleasure to be gained from the unchanging countryside and the opportunity it provides to reflect on Russia, life or whatever takes your fancy. After the historically important city of Yekaterinburg, your journey takes you into Siberia and eventually on to its buzzing capital, Novosibirsk. But the main attractions on this leg both require detours off the Trans-Siberian route. From oil-rich Tyumen, consider a trip to picturesque Tobolsk. Further on, branch lines will take you to the friendly student town of Tomsk.

AMay & Jun Grand WWII Victory Day celebrations take place in Novosibirsk.

AJul–Sep Travel across Siberia in glorious sunshine (just bring mosquito repellant).

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Medium 9780253356963

12 - Emigrant Travel: A Nation of Nations

John H., Jr. White Indiana University Press ePub

A Nation of Nations

EMIGRATION IS AS NATURAL TO MANKIND AS THE PATH OF THE earth revolving around the sun. Our ancestors have been wandering around the planet since their eviction from the Garden of Eden. They traveled incredible distances on foot or by log rafts. Curiosity drove some to move on just to see what lay beyond the next hill. Hunger was another obvious motivation that drove ancient peoples to explore foreign territory. The emigration to the New World was motivated for similar reasons but also by the desire for personal and religious freedom and a better standard of living. By the Victorian era Europe was becoming overpopulated, and America had a comparatively small population for its land mass. In 1860 the U.S. population was 31 million, or one-tenth of the present population. By 1880 Europe was home to over 300 million people, while the U.S. population was at only 50 million. Table 12.1 shows that many came. Such a table does not demonstrate that only a few were chosen to succeed to any great measure. A number returned to their native land defeated and poorer than when they began their American adventure.

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Medium 9781574412383

“Watch the Fords Go By: The Automobile Comes to Old Bell County”

Kenneth L. Untiedt, editor University of North Texas Press PDF



TO OLD BELL COUNTY by Kenneth W. Davis

Richard Lee Strout and E. B. White gave verbal immortality to

Henry Ford’s tin lizzie in an essay which once helped freshmen struggling to become literate learn how to string colorful anecdotes together to make sense. Their celebrated essay, “Farewell,

My Lovely,” focused primarily on the wonder of Ford’s inventive genius, the Model T—that vehicle which revolutionized twentiethcentury America. In old Bell County, the arrival of mechanized transportation brought Model T Fords, Saxons, Maxwells, Buicks,

Cadillacs, and a host of other brands now perished, gone with the exhaust fumes and the dust of unpaved roads. Among these many kinds of automobiles there were some which attained the status of folk objects for their stamina, their contrariness, their comfort, or for their near-epic feats of whatever sort. To a Texas folklorist, the antics of the people who herded these snorting mechanical behemoths over those dirt roads of old Bell County are even more interesting than the legends about good mud cars, fast road cars, splendid courting vehicles, and those which doubled as runabouts hauling feed and seed.

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Medium 9781574412383

“Red River Bridge War”

Kenneth L. Untiedt, editor University of North Texas Press PDF

RED RIVER BRIDGE WAR by Jerry B. Lincecum

On Thursday, December 6, 1995, the old three-truss bridge spanning the Red River north of Denison was destroyed with 750 pounds of dynamite strategically placed by the Texas Department of Transportation. The blasting of this structure, which in 1931 became the most famous public free bridge across Red River between Texas and Oklahoma, marked the end of an era. However, few people know about the heated controversy it provoked six decades earlier.

This bridge was involved in a war—the Red River Bridge War of 1931. The magnificent new bridge was completed in April of

1931, through the joint efforts of Texas and Oklahoma, after their offer to purchase the Colbert Toll Bridge and two others was rejected by the toll bridge company. But its use was blocked by an injunction obtained by the Red River Bridge Company in Federal

Court in Houston. Soon the controversy led to a confrontation involving the governors of both states.

First some background history. Colbert’s Crossing had its beginnings at least as early as 1853, when B. F. Colbert obtained from the Chickasaw Indian Tribe a charter for a ferry across Red

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Medium 9780253353832

11 An Inventor and Engineer to the End

William D. Middleton Indiana University Press ePub

In July 1927 Frank Sprague moved into the 70th year of his life, and one might have expected him to begin easing up on the level of his work, or to have begun to enjoy the pleasures of a life of semiretirement. But this, of course, would not have been Frank Sprague. From the time of his youth onward he had always held these strong interests in an extraordinary range of diverse topics, and he would hold them throughout his life.

Sprague, working with his eldest son, Desmond, would continue his long-running work on his Sprague Safety Control & Signaling Corp. until well into the 1930s. He was in his 69th year when he began work on his innovative dual car elevator design in 1926. And before the end of the decade he would begin his work on his patented Universal Electric Sign System which would use massed electric lamps to display a great variety of signs in either still or moving arrangements, and which could move in different arrangements and at different speeds. At least one example of the Sprague sign technology used was a large moving sign that he designed as part of the Time-Fortune exhibit at the 1933–1934 Chicago Century of Progress Exhibition.

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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 9780253337979

1. Genesis: 1901–1903

Jr., Herbert H. Harwood Indiana University Press ePub

The year was 1901, the first year of the twentieth century. Ohio’s own William McKinley was in the White House and Victoria was Queen of Great Britain and Ireland, Empress of India, and monarch of Britain’s other dominions beyond the seas — including Canada. Neither would survive the year — McKinley felled by an assassin’s bullet and Victoria of the more natural effects of age. She was 82, had reigned for 64 years, and had defined an entire age.

And in Ohio, reigning over a wholly different empire — which also included Canada — were Henry A. Everett and Edward W. Moore, two Cleveland entrepreneurs who were rapidly moving to exploit the latest and most promising technological development — the electric railway. By the dawn of the new century steam railroads overwhelmingly dominated American intercity transportation; virtually all overland travel and freight movement was by rail. To get anywhere beyond a few miles, there was no other way.

But a different kind of railroading had suddenly evolved during the decade just past. Electricity was applied to urban street railways beginning in 1888, radically changing their form and potential. Now no longer limited by the speed and stamina of horses, these street railways were built outwards from the cities over increasingly longer distances. By the mid-1890s some were beginning to link towns and cities and distinguishing themselves from ordinary streetcar lines with a new name — interurbans. By the turn of the century the development of high-voltage three-phase alternating current transmission made long-distance electrified lines practical, and proved the key to interurban expansion.

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Medium 9780253353832

Appendix C. Common Electrical Terms

William D. Middleton Indiana University Press ePub

Electric Terms

Electric Current, symbol I, is the flow of electricity through a conductor.

Electric Resistance, symbol R, is that which opposes the transmission of electric current in material. Materials which are relatively small in resistance are called conductors; those of such high resistance that they can practically suppress electric transmission are called non-conductors or insulators.

Electromotive Force, symbol emf or E, is that electric condition resulting from difference of potential by which electricity is transmitted from points having positive potential to those having negative potential, often called electric pressure.

Ohm’s Law, discovered by German professor George Simon Ohm (1787–1854), states that the current in an electric circuit is directly proportional to the electromotive force in the circuits. These may be expressed by the formula:

, from which the values of E and R may be derived, E = IR, and

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Medium 9781855209510

Chapter 19 - Preparing Elans for Concours Presentation

Gordon Lund Brooklands Books ePub

There are two ways of starting off with a classic car of any description for concours presentation. One is to be extremely fortunate in having a totally original low mileage example that has never been out in the wet and treated with TLC since it left the factory. The second is to rebuild a well-used or neglected example to a standard equal to the first.

The first option is extremely difficult to realise because of the rarity of such finds, and if you did, they command such a high price they become like a collectors wine were the cork is never removed from the bottle.

Since the second option is the most likely contender, it is imperative that the standard of the build and finish is as good as or approaching that of the factories. When renovation is undertaken, adhere to the standard specification wherever possible and avoid bolt on goodies even if they were a period fitting. If you are to use the car on a regular basis then hidden improvements cannot be frowned upon such as fitting an alternator if later models of the same car had them fitted at the factory. The same goes for tyres as long as they are a modern equivalent.

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Medium 9780253019066

13 Progressive Regulation

Cordery, Simon Indiana University Press ePub

The perceived excesses symbolized by the Reid-Moore syndicate’s bleeding of the Chicago, Rock Island & Pacific Railway contributed to a political and social climate conducive to further regulation. Behind this renewed regulatory fervor was a fear of dependence on enormous economic entities. Corporations appeared to be getting too big, too powerful, and too likely to control an entire industry. Democratic republics were not supposed to give rise to monopolies dominating entire sectors of the economy, but that is precisely what seemed to be happening. When Minnesota-based railroader James J. Hill and Wall Street banker J. P. Morgan merged the Chicago, Burlington & Quincy into a holding company already containing the Northern Pacific and the Great Northern Railroads, the government called foul. President Theodore Roosevelt, spurning Morgan’s gentlemanly offer to “send your man to see my man and tell him to fix it up,” instead mobilized the might of the federal government and established a precedent for future trust busting.

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Medium 9780253355485

13 The End

Jr., Herbert H. Harwood Indiana University Press ePub

So things stood as the twentieth century rolled around. Although inert, overgrown, and mostly forgotten, the South Pennsylvania Railroad still existed with its original charter intact, and thus still potentially dangerous to the Pennsylvania should some outsider manage to get his hands on it. While Jay Gould himself was no longer a threat, having died in 1892, his son George was proving to be a large piece of loose artillery, with grandiose dreams of expanding his father’s holdings into a coast-to-coast empire. By the early 1900s the junior Gould and his allies were building a railroad into Pittsburgh from the west, acquiring the Western Maryland as a future connection to the East Coast at Baltimore, and were also maneuvering to get into Philadelphia. Even forgetting Gould, the age of competitive railroad building was not quite over, and some other poacher might always show up for a try. (And in fact, the dream of a new trans-Pennsylvania railroad was still alive in 1925, when Delaware & Hudson Railroad president Leonor Loree proposed building a “super railroad” across the state, although on a different route from the South Penn’s.) Still, the Pennsylvania Railroad could do nothing on its own to put the company out of its misery. The best it could do legally was to claim ownership of the two segments just mentioned, but even that was not assured protection; the PRR’s subsidiaries had done nothing with the properties, and if a revived South Penn came back, it might be able to reassert its charter rights.

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Medium 9780253008329

7 Along the Way: 1971–87

Don L. Hofsommer Indiana University Press ePub

BY THE 1970S, RAILROADS WERE AMATURE INDUStry.” It was not a term of endearment. Indeed, many observersX were ready to write off the industry, consigning it – soon, they said – to the dustbin of history. The naysayers got it wrong, happy to say, but the long decade of the 1970s proved wrenching in the extreme for those who held affection for the industry at large, for the individual companies, for the trains they ran, and for the employees who worked for them. It would be a grim ten years. Yes, there was a glimmer of hope, and a new era beckoned. It would be a hard slog getting there, but over the next several years, a very different industry would emerge – slimmed down, deregulated, and led by a talented and innovative management cadre. A new era, to be sure, one that resembled the past only at the margins.

IC for years was Iowa’s premier handler of packinghouse products, but reflecting a broad pattern, billings slipped in the 1970s as packers relocated their plants and as they increasingly turned to trucks for their transportation needs. Six days a week, however, IC in August 1976 still wheeled tonnage eastward from John Morell’s huge facility at Sioux Falls, South Dakota. Train 776, shown here slipping through Matlock in northwest Iowa, would hand off most of its consist to train 676 from Sioux City at Cherokee.

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Medium 9780253020635

16 The Lawyer’s Son from Buffalo

Loving, Rush, Jr. Indiana University Press ePub


The Lawyer’s Son from Buffalo


MEANWHILE, THE FORTUNES OF TWO MAJOR WESTERN railroads were going through a reversal that was bringing trauma to one and riches to another. Ben Biaggini’s Southern Pacific, which had lorded over the three other major western roads in the 1960s and 1970s, was now the weakest of the four lines. By contrast, the Union Pacific, which had been a dependable but lackluster operation, had moved from fourth place to become the West’s predominant railroad.

The UP’s transformation was due to the son of a Buffalo lawyer. Tall, big-boned, and balding, John Cooper Kenefick loved trains. Other railroad executives like the Claytor brothers and Al Perlman loved them, too, but no one’s devotion exceeded that of Kenefick. He knew his business, all aspects of it. That was the reason I had gone to Omaha to tap John Kenefick’s knowledge when we were putting together the story on western railroads for Fortune’s experimental biweekly. He was smart, a Princeton graduate, a protégé of Perlman, and he had two powerful backers at Union Pacific Corp., the men who ran the road’s parent company, Frank Barnett and Robert Lovett.

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Medium 9780253337979

6. A Snapshot at the Summit: The Lake Shore Electric in 1923

Jr., Herbert H. Harwood Indiana University Press ePub

True to the perverse cycles of corporate fortunes, the Lake Shore Electric reached the zenith of its physical growth in 1923, three years after its traffic and income had peaked and had begun to decline. That year marked its last line acquisition when, on November 5, its Lorain Street Railroad subsidiary picked up the bankrupt Cleveland Southwestern’s Oberlin Avenue streetcar line in Lorain. At that time too, the system still operated all its original lines including several weaklings it would soon shed. Including its various subsidiaries, the company’s route mileage totaled almost 210 miles. Later it would add its Sandusky cutoff, but by then several branches and city lines were gone, so the system never again would be as large or as active. Thus late 1923 is an opportune point to pause in the historical narrative and look at the Lake Shore Electric system in some detail.

Despite its size, the LSE was an uncomplicated system essentially consisting of a Cleveland–Toledo main line with several secondary and feeder branches and local city lines in Lorain, Sandusky, and Norwalk.

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Medium 9781770906730


Neil Peart ECW Press ePub

Last day at work, Kansas City



ONCE AGAIN I FIND MYSELF beginning a story at the end. Maybe it’s my new style. Maybe it’s just my age—laying things out according to freshness rather than chronology.

Here Michael and I are riding into the rainy load-in area behind the arena in Kansas City, before the final show of the Clockwork Angels tour, on August 4, 2013. (Photo by Mac McLear, our lead truck driver since … 1977!) Later that day, when I added up my mileages for the tour, I learned that with Michael, Brutus, and occasional guest riders, I had ridden my motorcycle over 28,000 miles between those seventy-two shows.

As always, completing the final ride was a stirring moment. I swung my leg over the saddle for the last time with a palpable sense of … complicated emotions. Something like a sandwich of whole-grain pride and satisfaction, around a thick wedge of weariness, and a side of relief. A phrase I came up with years ago rings ever more true: “When I am riding my motorcycle, I am glad to be alive. When I stop riding my motorcycle, I am glad to be alive.”

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