370 Chapters
  Title Author Publisher Format Buy Remix
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 9780253005922

10 Another Renaissance

J. Parker Lamb Indiana University Press ePub

Congressional passage of the Staggers Rail Act of October 1980 was the most extensive overhaul of the nation’s railroads in over half a century. At once it redefined the rules by which railroad commerce was carried out by erasing many of the restrictions that remained from the early twentieth-century era of railroad dominance in interstate transport, a period characterized by the involvement of the Interstate Commerce Commission in virtually every strategic move by a railroad company. In the wake of this deregulation, rigid ICC control was replaced by the less restrictive policies of the Surface Transportation Board. The Staggers Act also allowed more aggressive marketing by railroads and redefined the playing field with respect to consolidations. One of its overall benefits was to transform rail investment into a more attractive market.

An anticipated effect of this loosened federal control was an acceleration of mergers by the nation’s largest companies, themselves formed from an earlier round of mergers during the 1970s. The first of these mega-mergers was the 1980 formation of CSX, which combined lines of the Chessie and Seaboard systems. The former was composed of Chesapeake & Ohio, Baltimore & Ohio, and Western Maryland, while the latter included the Seaboard Coast Line and affiliated lines such as L&N, Clinchfield, and the West Point route.

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Medium 9781574412383

“The Language of the Trail Drivers: An Examination of the Origin and Diffusion of an Industry-Oriented Vocabulary”

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




VOCABULARY by W. C. Jameson


There exist in this country, and quite likely throughout the world, numerous examples of industry-oriented vocabularies. It can be argued, for instance, that the defense industry in the United States has a unique vocabulary oriented toward specific goals and projects.

The baseball and football industries, both professional and collegiate, have their own specific vocabularies and terminology. Even academicians, depending on their specific areas of concentration, have a jargon peculiar to their interests and professional activities.

The vocabulary addressed herein is associated with the ranching and livestock industry as it evolved and thrived in SouthCentral Texas from the late 1830s to approximately the mid1880s, a vocabulary which, in much the same form, is still in use today.

Several aspects of this vocabulary beg discussion. One critical element is concerned with how it came into existence as a result of the juxtapositioning of certain critical events and several different cultures. Another relates to the diffusion processes involved in disseminating the vocabulary throughout a portion of the United

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Medium 9781855209657

Chapter 2 Clutch

Greg Hudock Brooklands Books ePub

Note: Models with 1.9 Litre and 2.4 Litre (5-cyl.) engine can also be fitted with a clutch cable operation. The clutch diameter is not the same for all engines, as it depends on the performance of the engine.

To remove the clutch unit, it will be necessary to separate the engine from the transmission, as has been described in Section Engine or remove the transmission from the vehicle, as described in Section Transmission.

Mark the clutch in its fitted position on the flywheel if there is a possibility that the clutch unit is to be re-used. To remove the clutch, unscrew the six bolts securing the pressure plate to the flywheel, lift from the flywheel followed by the driven plate, which will now be free. Before removing the driven plate, note the position of the longer part of the driven plate hub, as the driven plate must be refitted in the same way.

Install in the reverse sequence to removal, noting the following points:

Fig. 2.1. – The component parts of the clutch assembly.

Fig. 2.2. – Using the special VW tools to lock the flywheel and to centre the clutch driven plate.

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Medium 9780253337979

2. Putting It All Together: 1904–1907

Jr.Herbert H. Harwood Indiana University Press ePub

The year 1903 had been happily hectic — the receivership ended, the new high-speed Brill cars arrived, and Cleveland–Toledo limited services started. A brief breather was now necessary as President Warren Bicknell put the company’s house in more firm order while the banker committee watched over and the Everett-Moore syndicate waited to reassume full control. Thus the years 1904 and 1905 were comparatively quiescent, but they built toward a final expansive burst the next year.

Unfortunately 1904 got off to a disorderly start with another rash of wrecks. In the space of a month, between January 4 and February 7, there were four separate mishaps which ran the gamut of collision classifications — a head-on, a rear-ender, a sideswiping, and the broadsiding of a Pennsylvania Railroad train at the grade crossing in Bellevue. The total toll was the loss of ex–Lorain & Cleveland car 54, six other cars damaged, and some injuries — but thankfully no fatalities.

In between these woes, a January 23 flood washed out bridges over Mud Creek, Sugar Creek, and Cedar Creek and damaged the Portage River bridge at Woodville and Muskellunge Creek bridge at Fremont. Then on March 21 eastbound Barney & Smith No. 3 derailed at high speed near Ceylon Junction, miraculously ending up upright but crosswise to the track.

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Medium 9780253008329

4 In the Land of the Gophers

Don L. Hofsommer Indiana University Press ePub

A MOVE TO ALBERT LEA IN SOUTH-CENTRAL MINNEsota offered a fresh vantage point from which to view the rapidly changing railroad landscape in the second half of the 1960s.

A Chicago, Milwaukee, St. Paul & Pacific (CMStP&P or Milwaukee Road) predecessor had pioneered railroad transportation in the area with a horizontal-axis route that led from the Mississippi River at La Crescent through Albert Lea to Wells in 1866–70 and later pushed completely across the southern part of the state and into Dakota Territory. In 1907, Milwaukee Road also completed a forty-mile feeder from Albert Lea northwestward to St. Clair.

Second on the scene was Minneapolis & St. Louis (M&StL), which reached Albert Lea in 1877. Three years later, it had punched on southwestward to reach Fort Dodge, Iowa. Eventually, it cobbled together a through route from Minneapolis and St. Paul to Des Moines via Albert Lea, which, in the process, was vested as a crew-change point with active yarding chores.

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Medium 9780253005915

4 Across the Middle East from Berlin to Baghdad

William D. Middleton Indiana University Press ePub

Crossing the Bosporus. Coming or going to the station, the handsome white and buff ferry boats that served the Bosporus operated between the ferries near the Istanbul center on the European side and Haydarpasa on the Asian side. Just to the north of the ferry stood the distinctive Galata Tower, while to the west was the Galata Bridge, which transited an immense traffic of pedestrians, autos and taxis, streetcars, and prospective ferry riders. Also to the west are the towers of the splendid mosques and buildings of the old city of Seraglio, such as Hagia Sophia or Sultan Ahmed, while to the north, Leander’s Tower can be seen on a small island near the eastern shore. A view of Haydarpasa station across the Bosporus.



There may have been a rail-shipway somewhere more fascinating than that of Istanbul’s Bosporus, but I have never heard of it. These rail-shipway intersections, where the rail crossing is too great for building a bridge or tunnel link, almost always create a conjunction of great fascination. Southern Pacific’s crossing from East Bay across San Francisco Bay or New York’s big Hudson River ferries that carried great crowds of passengers between the New Jersey terminals and Manhattan were favorites of American train riders, while such rail-water links as the train-ship-train crossings between Great Britain and the Channel terminals of France, Belgium, or Holland were equally popular among European railroad fanciers. These and others, many now gone, had their own supporters, but for me the splendid rail crossing on the Bosporus had become my own special favorite from the first time I saw it in 1961.

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Medium 9780253347572

1 The Forrest Gump of Railroading

RushJr. Loving Indiana University Press ePub

Dawn was creeping up over Lynnhaven Bay as Jim McClellan walked briskly out of his kitchen, down a hallway, and out the back door. It was a perfect October morning. The air was brisk, barely 50 degrees. McClellan drove to his office in downtown Norfolk. He was going early to clear his desk of any unfinished work because he was leaving later in the week for four days of vacation in southern California.

James W. McClellan was vice president for corporate planning at Norfolk Southern Corp., one of the nation’s five largest railroads. His job was to advise NS’s chairman, David R. Goode, on a wide range of key questions that the railroad faced, issues as subtle as changes in the corporate culture or as visual as deciding which tracks to shut down or which railroads to acquire in order to keep the company viable.

It was 1996, and for nearly 20 years he had been watching the moves of NS’s archrival, CSX Corp., and its chairman, John W. Snow, who later was to become George W. Bush’s treasury secretary. The two railroads served almost the entire eastern half of the country save for a highly contested block of states in the Northeast, and both needed to get into those states for access to the rich port of New York and the chemical plants of New Jersey. The only way to do that was to acquire Conrail, a railroad that held a monopoly of the rail markets in New York, New Jersey, and most of Pennsylvania. The railroad that won Conrail would then be able to negotiate a merger with one of the western roads at favorable terms and form a system that spanned the continent. McClellan was worried because he knew that if NS lost this race, it would remain a regional line that would be at the mercy of one of those western roads. Moreover, NS had another reason for wanting Conrail, a need so crucial to the future of the company’s most critical source of revenues, McClellan and others at the top of the company kept it a closely held secret.

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Medium 9781855209510

Chapter 11 - The Rolling Chassis Rebuild

Gordon Lund Brooklands Books ePub

Start Up-Side Down

The easiest way to start a chassis rebuild is the wrong way up. This enables you to attach brake-pipes in comfort. Raise the chassis on stands, blocks, Workmates, etc, to a comfortable height. This will take the strain off your back and make things much easier to see. The chassis at this stage only weighs about 75 pounds, light enough for two people to move around with ease.

Corrosion Protection, Do it Now

All of the running gear and suspension arms will require re-bushing. Even if not evidently broken or badly deformed, rubber does age and loses its elastic properties. This will show up in a spongy ride and inferior handling.

After removing all rubber bushes from the suspension arms, remove all old paint, grease, oil and rust. Plenty of elbow grease or the use of a good grit blaster is recommended. Paint all non-mating surfaces with a good paint system of your choice. Some people will recommend two pack paints, others powder coatings. Certain two pack paint systems can be more durable and abrasion resistant but others prefer the impact resistance of the powder coatings. There is not a lot to choose between the two.

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Medium 9781855209718

Chapter 8 - Brake System

PR Pub PR Pub Brooklands Books ePub
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 9780253005922

9 More Changes

J. Parker Lamb Indiana University Press ePub

Two alternative modes of transportation appeared during the postwar period. Expansions of America’s highway and airway systems would soon sweep away the centurylong monopoly of rail travel, resulting in a steady decline in passenger train service. Additional financial underpinning for such trains was removed with the cessation of mail-hauling contracts as well as railway post office (RPO) service by the nation’s postal department. As the number of daily trains decreased steadily during the 1950s, the cavernous waiting room at Meridian’s 1906 Union Station fell silent for hours on end. Indeed, the beginning of the end of the city’s passenger train era was the 1960 destruction of the old station. A smaller replacement was rebuilt from one of its single-story wings, while passenger sheds were removed from boarding platforms, leaving a strange, denuded atmosphere suggestive of an empty yard. Although such downsizing was repeated countless times throughout the nation, it was even worse for many towns and villages. For them, neither the service nor any replacement structures were left in the aftermath of this sea change in American travel.

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Medium 9781574412383

“Iron Butt Saddlesore”

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


Three-thirty A.M. comes early to a city boy working nine to five.

That was the meet-time to join a group of motorcyclists trying for a Saddlesore 2000. The ride was to start at 4:00 A.M. on the Summer Solstice 2003 and cover over 2,000 miles in less than fortyeight hours. This entry-level jaunt for joining the Iron Butt

Association had been organized by Beverly Ruffin of the Houston

BMW club, and I figured if I was ever going to do anything official on a motorcycle, it would be because somebody else had set it up.

I left the house around 3:00 A.M., just as my kids were coming in for the night. I said I was glad they were home safely and they wished me luck on the ride. I knew they’d be sleeping the next eight or ten hours, and they knew I’d be out pounding wind somewhere in West Texas when they woke up. It was an odd moment for all of us.

The meeting place was a filling station on I-10 at mile marker

761. I rolled in shortly after 3:30, the last one to arrive. Six others were there, having already gassed up and gotten receipts. After a round of murmured hellos at my arrival, each went back to quietly poking around his or her bike. Three-thirty was too early for chatter. The other bikes included a thirty-year-old BMW slash-5, a twin cruiser with ape-hanger handlebars, a couple of older-model

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Medium 9780253347572

19 “God save me from the Planners and Thinkers!”

RushJr. Loving Indiana University Press ePub

While everyone had been preoccupied with the task of creating Conrail, John W. Snow, a tall, balding 33-year-old lawyer from Ohio, had arrived at DOT. A man of innate charm, Snow had earned a Ph.D. in economics as well as a law degree, which stood as a testament to his memory and his ability to focus on specific goals to the exclusion of everything else. Although they would have little contact at DOT, the paths of Snow and Jim McClellan would be entwined for the next 25 years. Behind the scenes they would become adversaries, trying incessantly to outwit each other, and their battles would totally reshape eastern railroading.

Much like some moments in McClellan’s career, when Snow arrived at DOT he was unknowingly being made the beneficiary of adversity. He had been married for eight years to a granddaughter of former senator Burton K. Wheeler of Montana. Wheeler was known as a strong-willed man who could be a fierce adversary. When Franklin Roosevelt was trying to steer the country toward its entry into World War II, Wheeler had fought him loudly and tenaciously. Now Snow’s marriage had foundered, the divorce had turned bitter, and Wheeler was subjecting him to the same kind of seek-and-destroy campaign that he had waged against FDR.

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Medium 9781742207407

Moscow to Yekaterinburg

Lonely Planet Lonely Planet ePub

For travellers, this section of the journey across European Russia will often be accompanied by the excitement of the journey ahead. It is a relatively densely populated section with three main routes. One veers northeast via Yaroslavl and a second (used by Yekaterinburg’s flagship Ural train 16) goes southeast via multicultural Kazan. The more usual route, however, passes through the ancient town of Vladimir. Then at Nizhny Novgorod it crosses the Volga – a geographic highlight of this leg – before continuing to Perm, which has several good cultural sights and access to the Perm-36 former prison camp. Kungur, set in rolling hills, has a spectacular ice cave, and finally the train rattles sublimely across the Europe–Asia border and into Yekaterinburg. Note that if you're planning to stop at Golden Ring towns, it's only worth booking a kupe (2nd-class compartment) from Nizhny Novgorod onwards.

AFeb Much of the Volga River will be frozen over and draped in a winter landscape.

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